TRANSPORTATION & TRADE STATISTICS FOR MANITOBA EDITION 2 A PERIODICALLY UPDATED DATABASE AND TREND ANALYSIS UNIVERSITY OF MANITOBA TRANSPORT INSTITUTE DR. BARRY E. PRENTICE MEGAN J. WARACHKA J. JURGENS BEKKER JANUARY 2004 SPONSORED IN PART BY MANITOBA TRANSPORTATION AND GOVERNMENT SERVICES.
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TRANSPORTATION & TRADE STATISTICS FOR … & TRADE STATISTICS FOR MANITOBA EDITION 2 A PERIODICALLY UPDATED DATABASE AND TREND ANALYSIS UNIVERSITY OF MANITOBA TRANSPORT INSTITUTE DR.
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TRANSPORTATION & TRADE STATISTICS FOR MANITOBA EDITION 2
A PERIODICALLY UPDATED DATABASE AND TREND ANALYSIS
UNIVERSITY OF MANITOBA TRANSPORT INSTITUTE
DR. BARRY E. PRENTICE MEGAN J. WARACHKA J. JURGENS BEKKER
JANUARY 2004
SPONSORED IN PART BY MANITOBA TRANSPORTATION AND GOVERNMENT SERVICES.
For additional copies, contact:
The Transport Institute The University of Manitoba 631 Drake Centre Building 181 Freedman Crescent
Winnipeg, Manitoba R3T 5V4
Phone: (204) 474-9842
Fax: (204) 474-7530 Website: www.umti.ca
INTRODUCTION Vast amounts of data are collected with regard to transportation. Like the nature of the industry, it has been spread throughout several manners. Our purpose in this project is to create a comprehensive Manitoba transportation data set. Total Canadian data is also presented, where applicable, to offer comparative measures. Decision makers would then have all the relevant statistics that are specific to Manitoba’s transport industry in one place for easy reference. Stakeholders in this compilation range from provincial and local administrations to industry operators and management. This remains an ambitious project to address the interests of an entire sector. This is the Transport Institute’s second effort to publish an all-encompassing report on transportation trends in Manitoba. The database that forms the foundation of this report was initiated and developed by the Transport Institute in 1996 and has been updated on an annual basis. Our first publication of the compendium was in July 2001. The potential value of a regularly updated database to the Manitoba transport and related industries was acknowledged by Manitoba Transportation and Government Services. The data generally spans a ten to fifteen year horizon. During the annual updates to our database, some of the data series were adjusted to reflect recent and more accurate information available from the primary source. Readily available explanations of recent changes in data collection or reporting techniques are explained where possible. Cutbacks at the federal government level have often resulted in the aggregation of data for the prairie provinces of Manitoba, Saskatchewan, and Alberta. Differences in the economies of these provinces have shown an obvious distortion in the merged provincial data. Where possible we have addressed this issue, but in some cases it remains impossible to do so. Also important to note are the significant gaps in data that are present, particularly in the rail and air sectors. The Transport Institute is analyzing these gaps and evaluating potential options to address the concerns that arise as a consequence. We have done our best to ensure a complete overview of each relevant transport sector in Manitoba, to the extent that the information is publicly available. The report has expanded significantly since the first publication. Along with the inclusion of aids to improve the accessibility of the data is a considerable expansion of the topics covered. This publication contains nine chapters. New additions include chapters on pipeline transportation, transportation equipment manufacturing, electricity transportation, and government revenues and expenditures on transportation in Manitoba. The appendices contain selected information on particular topics. The objective of this report is to create a valuable resource that can act as a reference regarding the Manitoba transport sector. Encompassed in this goal were efforts to maintain consistency throughout the years of data, provide comparable information within and between modes, and aid the accessibility of the data for users. New additions to this report include a detailed table of contents, an index by subject, and summary tables at the beginning of appropriate chapters that highlight the high level data contained in a chapter. A Database User Feedback Survey is also included at the end of this document and we encourage you to send us your comments. We will continue updating this database and looking for ways to increase its usefulness to parties. As such, this project should be viewed as a “work in progress”.
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The Transport Institute makes every effort to ensure the accuracy of the data presented in this report. No warranties are provided as to the validity or accuracy of the information presented herein and in the case of any discrepancy of data that may arise, the original sources supersede information that may be contained herein. This report has been financially supported in part by Manitoba Transportation and Government Services (MTGS). The views expressed do not necessarily represent those of MTGS.
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EXECUTIVE SUMMARY Manitoba’s Economy The Manitoba economy grew from $27.5 billion in 1997 to $31.8 billion in 2002. Over the same period, the Canadian national economy grew from $817 billion to $993 billion (with all above values at basic prices and in 1997 constant dollars). This represents growth rates of 15.7 percent provincially and 21.6 percent nationally. This slower provincial economy growth rate resulted in Manitoba’s contribution to the Canadian gross domestic product (GDP) declining. In Manitoba the transportation and warehousing industry GDP expanded by 11.0 percent from 1997 to 2002. The transportation and warehousing industry GDP for Canada increased by 13.7 percent over this same period. Total transportation employment in Canada increased 8 percent over the 1987 to 2000 period, whereas total transportation employment in Manitoba increased 16 percent over the same period. For both Canada and Manitoba, truck transport is the mode that employs the greatest number. The number or rail transport employees decreased steadily over the 1987 to 2000 period. Manitoba’s total export earnings grew significantly from $3.0 billion in 1990 to $9.3 billion in 2001. In 2001, vegetable products were the top export earning section with $1.4 billion in exports. Manitoba’s total payments for imports increased from $3.2 billion in 1990 to $9.8 billion in 2001. Machinery, mechanical and electrical appliances and equipment had the highest imports of any section with $3.0 billion in 2001. In 2001, the manufacturing industry was the largest contributor to export earnings with $6.0 billion, followed by agriculture with $1.9 billion. The leading importing industry by value for 2001 was also manufacturing with $9.3 billion, followed by agriculture with $231 million.
Highway Transport The GDP of the Canadian truck transport industry tripled from $4.5 billion in 1980 to $13.3 billion in 2000 (figures at factor cost and using 1992 prices). Manitoba employment in the truck transport industry increased 10 percent from 1991 (6,756) to 2001 (7,464). The trend in Manitoba employment as a share of total Canadian employment declined, as did for-hire trucking as a share of total Manitoba employment. The average Canadian salary in the trucking industry in 2001 was $33,507, an increase of 27 percent over the decade. Both north and southbound movements of goods by for-hire trucking increased substantially in the last decade; however, the aggregation of data for the prairie provinces precludes the analysis of solely Manitoba data. In 1999 there were an estimated 83 top for-hire carriers of freight in Canada with an annual operating income in excess of $25 million, 2,965 medium and large carriers with an annual operating income between $1 million and $25 million, and 6,000 small carriers with annual operating income of less than $1 million. Also in 1999 there were an estimated 201 top owner operators with annual operating income in excess of $1 million and 36,995 small owner operators with an annual operating income of less than $1 million. Medium and large for-hire carriers operated the most pieces of equipment with 162,499 units, followed by the small owner operators with 86,625 units. In total, semi-trailers were the most abundant type
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of equipment with 185,524 units, followed by road tractors at 102,045 units. Manitoba small for-hire carriers of freight reported operating ratios averaging 98.7 percent in 1999. Manitoba owner operators reported operating ratios averaging 87.4 percent in 1999. Three weight groups dominate tonne-km estimates for medium to top for-hire carriers of freight in Canada (10,000-19,999 kg, 20,000-29,999 kg, and 30,000-44,999 kg). The bulk of vehicles registered in Manitoba are for non-commercial use. Registered vehicles for non-commercial use reached a low point in 1997 (656,313), but have since begun to increase steadily, with 767,812 vehicles registered as non-commercial in 2002. Total commercial vehicles registered in Manitoba in 2002 were 60,516.
Railway Transport The GDP of the Canadian railway transport industry fluctuated from 1980 to 2000, but overall saw a 43 percent increase from the 1980 figure ($4.9 billion in 2000 at factor cost and using 1992 prices). Manitoba employment in the rail transport industry decreased 52 percent from 1985 (12,018) to 2000 (5,917). The average Canadian salary in the rail industry in 2001 was $62,675. In 2000 the total railway freight from Manitoba to destinations was 8.8 million tonnes. Railway freight to the U.S. increased substantially since 1990, from 534,000 tonnes to 3,036,000 tonnes in 2000. Railway freight destined for Manitoba from other regions reached 4.9 million tonnes in 2000. Of this, 0.9 million tonnes came from the U.S. For a large part of the review period the greatest share of total railway freight from Manitoba to provincial destinations consisted of marine exports. However, marine exports have been declining over time.
Urban and Intercity Transport The GDP of the Canadian urban transit industry decreased 26 percent from 1980 to 2000 (at factor cost and using 1992 prices) and totaled $2.4 billion in 2000. In 2002, Winnipeg Transit System employed 1,417 people and ran 531 buses. Brandon Transit employed 38 people and ran 17 buses. In 2003, Winnipeg has 422 taxis in service. In 2002, Winnipeg Transit operating data shows 37.7 million passenger trips, which is down significantly from the 61.4 million passenger trips in 1986. In 2002, Winnipeg Transit System has revenue vehicle kilometers of 22.8 million, total operating cost of $88.3 million, and total revenue of $49.9 million. Winnipeg and Calgary tied for the lowest 2002 cash fare at $1.75. The GDP of the Canadian intercity (a.k.a. interurban and rural) transport industry decreased 74 percent from 1980 to 2000 (at factor cost and using 1992 prices) and totaled $135 million in 2000. Canadian employment in the intercity transport industry decreased 77 percent from 1990 (5,110) to 2000 (1,199). The average Canadian salary in the intercity transport industry in 2000 was $32,073. In 2001, 12,900 U.S. residents entered Manitoba by bus (1.9 percent of the total U.S. residents entering Manitoba). From 1990 to 2000, the number of passengers carried by Canadian intercity bus transportation decreased 65 percent (6 million in 2000).
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Air Transport The GDP of the Canadian air transport industry peaked in 1990 at $4.2 billion, dropped significantly to $2.9 billion in 1991, and then increased to $3.9 billion in 2000. Manitoba employment in the air transport industry increased 80 percent from 1990 to 2000, with 5,613 employed in 2000. The average Manitoba salary in the air transport industry in 2000 was $40,289. From 1992 to 2002, total passengers enplaned/ deplaned at Winnipeg International Airport increased from 2.1 million to 2.8 million. During this time, total passengers enplaned/ deplaned peaked in 1997 at 3.1 million. The vast majority of these passengers were on domestic flights (over 2.3 million in 2002), and the rest were transborder (314,000 in 2002) and international (47,000 in 2002). Major scheduled services remain the predominant service type throughout the data. Trends over the available data (from 1986 to 2002) suggest that discounted airfare was expanding at the expense of business and economy classes. Total aircraft movements at Winnipeg International Airport in 2002 was 155, 900, and total itinerant aircraft movements were 130,447 of these. In 2002 a total of 146,620 passengers were moved at twenty-two northern Manitoba airports under provincial authority. This figure is down from a high of 178,710 in 1992. Throughout the entire review period, Island Lake was the busiest northern airport in terms of passenger movement (26,120 in 2002). Island Lake is also the leading northern airport in terms of cargo movement, with 2,651 tonnes moved in 2002. Total tones of cargo moved at northern Manitoba airports in 2002 was 9,313 tonnes.
Pipelines Pipelines in Manitoba are used to carry natural gas and oil. Natural gas pipelines in Manitoba are used for transmission and distribution, but not for gathering purposes. Both natural gas transmission and distribution lines increased approximately 50 percent from 1986 to 2001. In 2001 there were 4,500 kilometres of transmission lines and 6,300 kilometres of distribution lines in Manitoba. Manitoba natural gas inflows/ outflows totaled 57,939,210 cubic metres in 2001. Manitoban natural gas sales generated $505.5 million in revenue in 2001. The increase in total gas exports to the U.S. from Manitoba increased considerably from 1986 to 2001, with 11,112,505 cubic metres in total exported in 2001 and the majority traveling through the Emerson line. In 2000, Manitoba had 237 kilometres of gathering lines, 1,953 kilometres of trunk lines, and 311 kilometres of product lines in oil pipelines. Manitoba crude oil/ pentanes plus inflows/ outflows totaled 66,349 cubic metres in 2000.
Transportation Equipment Manufacturing The GDP of the Canadian transportation equipment manufacturing industry increased over three times from 1980 to $26.3 billion in 2000 (at factor cost and using 1992 prices). From 1992 to 2002, Manitoba employment in the transportation equipment manufacturing industry saw a low of 5,921 employees in 1993 and a high of 10,152 in 1999. Employment in the industry in Manitoba in 2002 was 9,279. In the Canadian industry in 1999, most employees were in the motor vehicle parts manufacturing subsector, followed by the motor vehicle manufacturing subsector and the aerospace product and parts manufacturing subsector. The Canadian annual average salary for an employee in the transportation equipment manufacturing subsector in 1999 was $36,418. The highest average in the subsector was for motor vehicle manufacturing at $65,562 in 1999.
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In 2002, Manitoba exported a total of $934 million from transportation equipment manufacturing to other countries, which is down from the 1999 peak of $1.2 billion. Most Manitoba manufactured transportation equipment is exported to the U.S. ($883 million in 2002).
Electricity Transportation Manitobans have the lowest priced electricity in North America. The quality and reliability of the electricity generated by Manitoba Hydro ranks among the best in the world, due to stability of the supply and ample room for capacity expansion. In 2002, Manitoba Hydro produced 29.4 million MW.h with 28.8 MW.h of this hydro generated, 0.6 million MW.h steam-conventional generated, and 10,748 MW.h generated with internal combustion. This is down from the 2001 total generation of 33.4 million MW.h. In Manitoba, industry generation is less than half a percent of the total generation supplied. In Canada, industry generation is usually around 8 percent. From 1980 to 2000 Manitoba Hydro’s export sales to the U.S. saw significant variation, from a low of 396 GW.h in 1989 to a peak of 11,954 GW.h in 1998. In 2000, export sales to the U.S. were 6,366 GW.h.
Government Revenues and Expenditures In the 2001/02 fiscal year, total federal government expenditures on transportation were $2.3 billion (down from $4.7 billion in 1995/96), total provincial expenditures were $7.7 billion, and total local expenditures were $9.2 billion (up from $7.0 billion in 1995/96). Total federal revenues from transportation in 2001/02 were $5.2 billion, and total provincial revenues were $9.7 billion. Manitoba’s revenues from fuel taxation fluctuated little in the past fiscal years, with 2001/02 generating $170 million. Manitoba’s revenues from licences and fees fluctuated more (increasing overall) with 2001/02 generating $75 million. From the federal level of government in 2001/02, the largest expenditures were made in the marine mode ($792 million) and air mode ($469 million). On the provincial level, the most significant spending area by far was on roads ($6.2 billion). The local level focused on roads with $7.1 billion and transit with $1.8 billion. In 2001/02, government revenues from transport users totaled $12.9 billion. Manitoba’s expenditures on transportation this same year were $501 per capita, below the national average of $550 per capita. Greenhouse Gas Emissions Road transportation in Manitoba produces the largest share of greenhouse gas emissions from the province (66 percent of the total in 2001). Total Manitoba greenhouse gas emissions in 2001 were 7,020 in kt CO2 eq, down from a peak of 8,220 kt CO2 eq in 1995.
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ACKNOWLEDGEMENTS The report was financially supported in part by Manitoba Transportation and Government Services. The assistance rendered by Statistics Canada and the Manitoba Bureau of Statistics is acknowledged with gratitude. Various branches within Manitoba Transportation and Government Services made contributions to data. Winnipeg Transit System and Brandon Transit provided data on public transit. The Manitoba Taxicab Board provided data on Winnipeg taxi services. The Winnipeg Airports Authority provided data on the Winnipeg International Airport. Many personnel members of the Transport Institute contributed in various ways to this report. The database on which this report is based was developed over a long period of time. Some previous contributors to the database are no longer associated with the Transport Institute, yet deserve acknowledgement of their efforts.
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BRIEF TABLE OF CONTENTS Page No. Introduction i
Executive Summary iiii
Acknowledgements vii
Brief Table of Contents viii
Detailed Table of Contents: List of Tables and Figures ix
Chapter 9 Government Revenues and Expenditures 195
Appendix I Manitoba Motor Vehicle Accident Statistics 207
Appendix II Canadian and Manitoban Vehicles Characterization 210
Appendix III Manitoba Greenhouse Gas Emissions 215
Appendix IV Manitoba Transportation Energy Use 218
Appendix V Manitoba Ferry Traffic 219
Appendix VI Manitoba-USA Trade by State 221
Index 232
Database User Feedback Survey 236
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DETAILED TABLE ON CONTENTS: LIST OF TABLES & FIGURES Page No.
Chapter 1 Trade and Commodity Movements 1 Chapter 1 Summary Table 1 Table 1.1 GDP of All Industries and of Transportation and Warehousing Industry at Basic Prices in 1997 Constant Dollars
2
Figure 1.1 GDP of All Industries and of Transportation & Warehousing for Manitoba and Canada
3
Figure 1.2 Percent Growth in GDP of All Industries and Transportation & Warehousing from 1997 to 2002 by Province
4
Table 1.2 Canada and Manitoba Employment by Transportation Industry 5 Table 1.3 Manitoba Total Exports by Regions and Major Countries 6 Figure 1.3 Manitoba Total Exports by Region 8 Table 1.4 Manitoba Total Imports by Regions and Major Countries 7 Figure 1.4 Manitoba Total Imports by Region 8 Table 1.5 Manitoba Agricultural Exports By Regions and Major Countries 9 Table 1.6 Manitoba Non-Agricultural Exports by Regions and Major Countries 10 Table 1.7 Manitoba Exports by Industry 11 Figure 1.5 Manitoba Exports by Industry 12 Table 1.8 Manitoba Imports by Industry 13 Figure 1.6 Manitoba Imports by Industry 14 Table 1.9 Manitoba Exports By Section and Chapter 15 Figure 1.7 Manitoba Exports by Section and Chapter 16 Table 1.10 Manitoba Imports By Section and Chapter 17 Figure 1.8 Manitoba Imports by Section and Chapter 18 Table 1.11 Manitoba Interprovincial Trade: Exports 19 Table 1.12 Manitoba Interprovincial Trade: Imports 20 Chapter 2 Highway Transportation 21 Chapter 2 Summary Table 21 Table 2.1 GDP of Canadian Truck Transport Industry 22 Figure 2.1 GDP of Canadian Truck Transport Industry 23
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Page No. Table 2.2 Manitoba and Canada Employment and Wages in Truck Transport
Industry 24
Figure 2.2 Manitoba and Canada Employment 25 Figure 2.3 Manitoba and Canada Employment and Wages in Truck
Transport Industry 25
Table 2.3 Manitoba and Canada Small (Level III) For-Hire Carriers and Owner
Operators: Number of Employees and Type 26
Figure 2.4 Number of Employees and Type for Manitoba Small For-Hire Carriers and Owner Operators
27
Figure 2.5 Number of Employees and Type for Canada Small For-Hire Carriers and Owner Operators
27
Table 2.4 For-hire Trucking, Estimated Transport Revenues, Tonnage, Tonne-
Kilometers and Number of Shipments on the Movement of Goods from Province or Territory of Origin to Manitoba
28
Table 2.5 For-hire Trucking, Estimated Transport Revenues, Tonnage, Tonne-
Kilometers and Number of Shipments on the Movement of Goods from Manitoba to Province or Territory of Destination
30
Figure 2.6 For-hire Trucking Tonne-Kilometers from Manitoba to Province of Destination
31
Table 2.6 For-hire Trucking, Southbound Movements of Goods, Manitoba to U.S.
Regions 32
Figure 2.7 For-Hire Trucking, Southbound Movement of Goods, Manitoba to U.S. Regions in Tonnes
33
Figure 2.8 For-Hire Trucking, Southbound Movement of Goods, Manitoba to U.S. Regions in Tonne-Kms
33
Table 2.7 For-hire Trucking, Northbound Movements of Goods, from U.S.
Regions to Manitoba 34
Figure 2.9 For-hire Trucking, Northbound Movement of Goods, from U.S. Regions to Manitoba in Tonnes
34
Figure 2.10 For-Hire Trucking, Northbound Movement of Goods, from U.S. Regions to Manitoba in Tonne-Kms
35
Table 2.8 For-hire Trucking, Southbound Movements of The Top Five
Commodities From Manitoba to U.S. 36
Figure 2.11 For-hire Trucking, Southbound Movement of Top Five and Other Commodities from Manitoba to U.S.
37
Table 2.9 Canadian Motor Carriers of Freight, Summary Statistics by Size, 1999 38 Figure 2.12 Equipment Type by Carrier: Motor Carriers of Freight Survey,
Canada, 1999 39
Figure 2.13 Carrier by Equipment Type: Motor Carriers of Freight Survey, Canada, 1999
39
Figure 2.14 Carrier by Equipment Type: Motor Carriers of Freight Survey, Canada, 1999
40
Table 2.10 Manitoba Motor Carriers of Freight: Summary Statistics, Small For-hire 41
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Page No. Table 2.11 Manitoba Motor Carriers of Freight: Summary Statistics, Owner Op 42 Table 2.12 Canada Motor Carriers of Freight: Summary Statistics, Small For-hire 43 Table 2.13 Canada Motor Carriers of Freight: Summary Statistics, Owner
Operator 43
Table 2.14 Canada Motor Carriers of Freight: Summary Statistics, Medium to Top
For-hire 44
Table 2.15 Manitoba Owner Operators: Estimated Annual Distance Traveled By
Vehicle Type; Fuel Consumption and Cost Survey 45
Table 2.16 Manitoba Small For-Hire Carriers: Estimated Annual Distance
Traveled By Vehicle Type; Fuel Consumption and Cost Survey 45
Table 2.17 Canada Private Carriers: Estimated Annual Distance Traveled By
Vehicle Type; Fuel Consumption and Cost Survey 46
Table 2.18 Canada Medium to Top For-Hire Carriers: Breakdown of Selected
Estimates by Weight Group 47
Figure 2.15 Canada Medium to Top For-Hire Carriers: Tonne-km per Weight Group
48
Table 2.19 Manitoba For-Hire and Owner Operator and Canadian Private
Carriers: Equipment Operated 49
Figure 2.16 Equipment Operated: Manitoba Small For-hire and Owner Operator
Table 2.21 Manitoba Provincial Trunk Highways: Kilometers by Surface Type,
January 2001 52
Table 2.22 Manitoba Provincial Trunk Highways: Traffic Volume and Percentage
of Truck Activity 54
Chapter 3 Railway Transportation 59 Chapter 3 Summary Table 59 Table 3.1 GDP of Canadian Railway Transport (and related services) Industry 60 Figure 3.1 GDP of Canadian Railway Transport Industry 61 Table 3.2 Canada and Manitoba Railway and Related Services Number of
Employees and Compensation 62
Figure 3.2 Manitoba and Canadian Employment in Railway and Related Services 62
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Page No. Figure 3.3 Canadian Railway Employment and Compensation 63 Table 3.3 Railway Freight: Tonnes for Movement of Goods From Manitoba to
Province or Territory of Destination (with Marine Imports/Exports Integrated)
63
Figure 3.4 Railway Freight: Movement of Goods from Manitoba to Destination
64
Table 3.4 Railway Freight: Tonnes for Movement of Goods From Province or
Territory of Origin to Manitoba (with Marine Imports/Exports Integrated) 65
Table 3.5 Railway Freight Origin and Destination; from Manitoba to Provincial
Destinations 65
Figure 3.5 Railway Freight Origin and Destination: Manitoba to Provincial Destinations
66
Table 3.6 Railway Freight Origin and Destination; from Provincial Origins to
Manitoba 66
Figure 3.6 Railway Freight Origin and Destination: Provincial Origins to Manitoba
67
Table 3.7 Railway Freight Origin and Destination: Tonnes of Marine Exports from
Manitoba to Canadian Provinces 67
Table 3.8 Railway Freight Origin and Destination: Tonnes of Marine Imports to
Manitoba from Canadian Provinces 68
Table 3.9 Rail Commodity Total Southbound Movements of Goods to U.S. Region
of Destination, from Gateway Province 69
Figure 3.7 Rail Commodity Southbound Movement of Goods to the U.S. from Gateway Province Manitoba
72
Table 3.10 Rail Commodity Total Northbound Movements of Goods from U.S.
Region of Origin, to Gateway Province 73
Figure 3.8 Rail Commodity Northbound Movement of Goods from U.S. Region of Origin to Gateway Province Manitoba
76
Table 3.11 Railway Commodity Origin and Destination of the Major Commodities
in Terms of Tonnage for the Southbound Movements of Goods from Manitoba to U.S. Regions of Destination (using old commodity classification system)
77
Table 3.12 Railway Commodity Origin and Destination of the Major Commodities
in Terms of Tonnage for the Northbound Movements of Goods from U.S. Regions of Origin to Manitoba (using old commodity classification system)
79
Table 3.13 Origin and Destination of Major Commodities Transported for South
and North Movements (using new commodity classification system) 80
Table 3.14 Canadian Railway Operating Revenue 81 Figure 3.9 Canadian Railway Operating Revenues 81
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Page No. Table 3.15 Canadian Railway Operating Expenses and Income 82 Figure 3.10 Canadian Railway Operating Revenue, Expenses, and
Income 82
Table 3.16 Canadian Rail Freight Revenue ($) per Ton (tonne) 83 Figure 3.11 Canadian Rail Freight Revenue per Ton (tonne) 83 Table 3.17 Fuel Consumption: Diesel Oil Consumed in Manitoba by Class I
Railways 84
Figure 3.12 Fuel Consumption: Diesel Oil Consumed in Manitoba by Class I Railways
85
Table 3.18 Canadian Railway Fuel Consumption 85 Table 3.19 Canadian Railway Equipment in Service 86 Table 3.20 Manitoba and National Length of Track Operated 87 Table 3.21 Canadian Railway Taxes by Jurisdiction 88 Chapter 4 Urban and Intercity Transportation 89 Chapter 4 Summary Table 89 Section 4.1 Urban Transportation 89 Section 4.1.1 Public Transportation 90 Table 4.1 GDP of Canadian Urban Transport Industry 90 Figure 4.1 GDP of Canadian Urban Transport Industry 91 Table 4.2 Winnipeg and Brandon Urban Transit Employment and Vehicle Data 91 Table 4.3 Manitoba Urban Transit Annual Statistics 92 Figure 4.2 Manitoba Urban Transit Annual Statistics 93 Figure 4.3 Manitoba Urban Transit Annual Statistics 94 Table 4.4 Canada Urban Transit Annual Statistics 95 Figure 4.4 Canada Urban Transit Annual Statistics 96 Figure 4.5 Canada Urban Transit Annual Statistics 96 Figure 4.6 Manitoba and Canada Urban Transit Annual Statistics: Total
Operating Revenue to Total Direct Regular Passenger Service Operating Cost
Figure 4.13 Public Transit Metropolitan Performance Comparisons: Cost Effectiveness
107
Figure 4.14 Public Transit Metropolitan Performance Comparisons: Cost Efficiency
108
Table 4.11 Winnipeg Transit System Fare Structure Chronology 109 Table 4.12 Brandon Transit System Cash Fare Structure Chronology 110 Table 4.13 Public Transit Metropolitan Comparisons: Adult Cash Fare Statistics,
Selected Cities 110
Figure 4.15 Public Transit Metropolitan Comparisons: Adult Cash Fare 111 Section 4.1.2 Taxi Transportation 112 Table 4.14 Winnipeg Taxi Industry: Number of Vehicles 112 Table 4.15 Winnipeg Taxicab Industry - Summary of Licenses Issued 112 Table 4.16 Winnipeg Taxicab Metered Fares 113 Table 4.17 Taxicab Tariff Rates: Various Cities Across Canada, 2003 113 Section 4.1.3 School Bus Transportation 114 Table 4.18 Manitoba School Bus Statistics: Regular Operational Expenditures 114 Table 4.19 Manitoba School Bus Regular Operational Expenditures: Urban and
Rural Divisions 114
Section 4.1.4 Courier Transportation 115 Table 4.20 Manitoba and Canadian Courier Employment 115 Table 4.21 Courier and Local Messengers: Revenues and Expenses 115 Section 4.2 Intercity Bus Transportation 116 Table 4.22 GDP of Canadian Interurban and Rural Transport Industry 116
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Page No. Table 4.23 Canadian Interurban and Rural Bus Transportation: Employment,
Hours Worked, and Compensation 116
Table 4.24 Travel to Canada by Bus 117 Table 4.25 Travel to Manitoba by Bus 118 Figure 4.16 Travel to Canada and Manitoba by Bus 119 Figure 4.17 Travel to Canada and Manitoba by Bus 120 Table 4.26 Canadian Interurban and Rural Bus Transportation: Passengers
Carried, Kilometers Traveled, and Fuel Consumed 121
Table 4.27 Canadian Interurban and Rural Bus Transportation: Operating
Revenues and Expenses 121
Chapter 5 Air Transportation 122 Chapter 5 Summary Table 122 Table 5.1 GDP of Canadian Air Transport (and related services) Industry 123 Figure 5.1 GDP of Canadian Air Transport Industry 124 Table 5.2 Manitoba Air Transport Employment and Wages & Salaries (excludes
military) 125
Figure 5.2 Manitoba Air Transport Employment and Wages and Salaries 126 Figure 5.3 Manitoba Air Transport Employment and Wages and Salaries 126 Table 5.3 Winnipeg International Airport Passenger Movement 127 Figure 5.4 Winnipeg International Airport Passenger Movement by Sector 128 Figure 5.5 Winnipeg International Airport Passenger Movement by Service
Type 128
Table 5.4 Winnipeg International Airport Tonnage of Air Cargo Movement 129 Table 5.5 Winnipeg International Airport Aircraft Movement 130 Figure 5.6 Winnipeg International Airport Aircraft Movements 130 Table 5.6 Winnipeg International Airport - Itinerant Aircraft Movements 131 Figure 5.7 Winnipeg International Airport Itinerant Aircraft Movements:
Table 5.11 Transport Canada Northern Airports Aircraft Movement 139 Table 5.12 Manitoba Air Passenger Movement 140 Figure 5.11 Manitoba Air Passenger Movement Enplaned/Deplane 141 Figure 5.12 Manitoba Air Passenger Movement by Service Type 141 Figure 5.13 Manitoba Air Passenger Movement: Domestic Passenger
Distribution by Fare Type 142
Table 5.13 Manitoba Air Cargo Movement* 143 Table 5.14 Canadian Air Passenger Movement 144 Table 5.15 Canadian Air Cargo Movement 145 Table 5.16 Manitoba Income Statement for Canadian Air Carriers Levels IB-IV 145 Figure 5.14 Manitoba Income Statement for Canadian Air Carriers Levels
IB-IV 146
Table 5.17 Manitoba Passenger and Goods Revenue for Canadian Air Carriers
Levels I-IV 146
Figure 5.15 Manitoba Passenger and Goods Revenue for Canadian Air Carriers Levels I-IV
147
Figure 5.16 Manitoba Passenger and Goods Revenue: Three Year Moving Average
148
Table 5.18 Aircraft Gasoline Sales, Fuel Tax and Gasoline Price Index 149 Table 5.19 Manitoba Indirect Air Transportation Tax 150 Chapter 6 Pipeline Transportation 151 Chapter 6 Summary Table 151 Section 6.1 Natural Gas Pipeline Industry 153 Table 6.1 GDP of Canadian Natural Gas Pipeline Transport Industry 153 Table 6.2 Manitoba Natural Gas Inflows 154 Table 6.3 Manitoba Natural Gas Outflows 154 Figure 6.1 Manitoba Natural Gas Outflows 155 Table 6.4 Manitoba Natural Gas Exports to the United States 156
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Page No. Figure 6.2 Manitoba Natural Gas Exports to the U.S. 156 Table 6.5 Manitoba Natural Gas Sales by Category of Service (Residential) 157 Table 6.6 Manitoba Natural Gas Sales by Category of Service (Commercial) 158 Table 6.7 Manitoba Natural Gas Sales by Category of Service (Industrial) 159 Table 6.8 Manitoba Natural Gas Sales by Category of Service (Total) 160 Figure 6.3 Manitoba Gas Sales by Category of Service 160 Figure 6.4 Manitoba Gas Sales Revenue by Category of Service 161 Table 6.9 Canada Natural Gas Sales by Category of Service (Total) 161 Table 6.10 Manitoba Natural Gas Pipelines in Place 162 Figure 6.5 Pipelines in Manitoba 163 Table 6.11 Manitoba Natural Gas Pipe Line Distance by Size of Pipe,
Transmission, All Systems, by Outside Diameter 164
Table 6.12 Manitoba Natural Gas Pipe Line Distance by Size of Pipe,
Distribution, All Systems, by Outside Diameter 165
Table 6.13 Provincial Compressor Stations Operated by Gas Utilities; Natural
Gas Transport Systems (as of December 31) 166
Table 6.14 Natural Gas Industry: National Revenues, Expenses and Annual
Operating Ratios 167
Figure 6.6 Natural Gas Industry: National Revenues, Expenses and Annual Operating Ratios
167
Section 6.2 Oil Pipeline Industry 169 Table 6.15 GDP of Canadian Crude Oil Pipeline Transport Industry 169 Table 6.16 Canadian Employment and Payroll in Oil Pipeline Industry 170 Table 6.17 Crude Oil/Pentanes Plus Inflows for Manitoba 171 Table 6.18 Crude Oil/Pentanes Plus Outflows for Manitoba 172 Table 6.19 Oil Pipeline Industry Infrastructure, Manitoba Pipelines in Place 173 Figure 6.7 Oil Pipeline Industry Infrastructure: Manitoba Pipelines 174 Table 6.20 Manitoba Provincial Detail Cross Section of Provincial Oil Pipe Size 175 Table 6.21 Number of Oil Pumping Stations and Prime Movers, Trunk Lines, by
Province as at December 31, 2000 176
Table 6.22 National Oil Pipeline Industry Operating Results 177 Figure 6.8 Oil Pipeline Industry Operating Results 178
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Page No. Chapter 7 Transportation Equipment Manufacturing 179 Chapter 7 Summary Table 179 Table 7.1 GDP of Canadian Transportation Equipment Manufacturing Industry 180 Figure 7.1 GDP of Canadian Transportation Equipment Manufacturing
Industry 180
Table 7.2 All Employees in Manitoba and Canadian Transportation Equipment
Manufacturing Industry 181
Table 7.3 Total Canadian Employment by Subsector, 1990 and 1999 181 Figure 7.2 Transportation Equipment Manufacturing Employment by
Subsector, 1999. 182
Table 7.4 Total Canadian Wages and Average Salary Paid by Subsector, 1990
and 1999 182
Table 7.5 Canadian Average Annual Salary by Type of Employee, 1990 and
1999 183
Table 7.6 Manitoba Transportation Equipment Manufacturing Industry Trade to
Top Ten Countries 183
Figure 7.3 Manitoba Transportation Equipment Manufacturing Trade to Top Ten Countries
184
Table 7.7 Canadian Transportation Equipment Manufacturing Industry Trade to
Top Ten Countries 184
Figure 7.4 Canada Transportation Equipment Manufacturing Trade to Top Ten Countries
185
Table 7.8 Value of Manufacturing Shipments by Subsector, 1990 and 1999 185 Table 7.9 Value of Manufacturing Shipments Value-Added by Subsector, 1990
and 1999 186
Figure 7.5 Distribution of Value-Added Shipments of Subsector, 1999 187 Table 7.10 Canadian Manufacturing Output and Revenues 187 Figure 7.6 Transportation Equipment Manufacturing Output and
Revenues 188
Table 7.11 Number of Transportation Equipment Manufacturing Establishments
by Province, 1999 188
Chapter 8 Electricity Transportation 189 Table 8.1 Electric Energy Generation, Receipts and Deliveries 189 Figure 8.1 Manitoba Electricity Receipts, 2002 191 Figure 8.2 Canadian Utility Generation by Type, 2002 191
xviii
Page No. Table 8.2 Manitoba Hydro Export Sales to United States 192 Figure 8.3 Manitoba Electricity Export Sales to the United States 193 Table 8.3 Manitoba Hydro Operating Statistics 194 Chapter 9 Government Revenues and Expenditures on Transportation 195
Table 9.1 Governments' Gross and Net Revenues and Expenditures on
Transportation 195
Figure 9.1 Governments' Total Revenues and Expenditures on Transportation
197
Figure 9.2 Government Division of Expenses 197 Table 9.2 Fuel Taxes by Province and Mode of Transportation 198 Figure 9.3 Fuel Taxes by Province and Mode of Transportation 199 Table 9.3 Provincial/Territorial Revenues from Fuel Taxation 199 Figure 9.4 Provincial Revenues from Fuel Taxation 200 Table 9.4 Revenues from Provincial/Territorial Licences and Fees by Province
and Territory 200
Table 9.5 Transport Expenditures/Revenues by Mode and Levels of
Government 201
Figure 9.5 Federal Expenditures by Mode 202 Figure 9.6 Provincial Expenditures by Mode 202 Figure 9.7 Local Expenditures by Mode 203 Table 9.6 Distribution of Provincial/Territorial and Local Transport Expenditures
by Province 204
Figure 9.8 Provincial and Local Transportation Expenditures Per Capita 205 Table 9.7 Direct Federal Subsidies, Grants, and Contributions by Mode 205 Figure 9.9 Direct Federal Subsidies, Grants, and Contributions by Mode 206 Figure 9.10 Direct Federal Subsidies, Grants and Contributions by
Mode, Forecast 2002/03 206
xix
xx
DETAILED LISTING OF APPENDICES Page No. Appendix I Manitoba Motor Vehicle Accident Statistics 207 Table: Fatal, Injury, and Property Damage Collisions in Manitoba 207 Table: Manitoba Traffic Collisions by Month of Occurrence, Collision Type, 2001 207 Table: Manitoba Vehicle Involvement by Vehicle Type and Collision Type, 2001 208 Table: Manitoba Provincial Highways Collisions by Posted Sped Limit 209 Table: Manitoba Provincial Highway Collisions History by Severity 209 Appendix II Canadian and Manitoban Vehicles Characterization 210
Table: Number of Vehicles in Canada by Type and Jurisdiction, 2001 210 Table: Number of Buses, Trucks 15t, Trucks 4.5t – 15t, and Vehicles up to 4.5t
Registered in Canada by Model Year and Jurisdiction, 2001 211
Appendix III Manitoba Greenhouse Gas Emissions 215 Table: Manitoba Transportation Greenhouse Gas Emissions 215 Figure: Manitoba Greenhouse Gas Emissions, 2001 215 Figure: Manitoba Greenhouse Gas Emissions 216 Figure: Manitoba Road Transport Greenhouse Gas Emissions 216 Table: Manitoba Transportation Greenhouse Gas Emissions by Fuel Type 217 Appendix IV Manitoba Transportation Energy Use 218 Table: Manitoba Transportation Energy Use by Fuel Type 218 Appendix V Manitoba Ferry Traffic 219 Table: Northern Manitoba Ferry Traffic History 219 Table: Northern Manitoba Ferry Operation Dates History 220 Appendix VI Manitoba-USA Trade by State 221 Table: Manitoba Merchandise Exports to the United States 221 Table: Manitoba Merchandise Imports from the United States 226 Figure: Manitoba Merchandise Exports to the US by Mode 231 Figure: Manitoba Merchandise Imports from the US by Mode 231
1. TRADE AND COMMODITY MOVEMENTS This chapter presents an overview of the economic activity in Manitoba and Canada. Exports and imports are specifically reviewed, as they are the components of international trade that require transportation. Chapter 1 Summary Table The following information is a compilation of the most significant data that can be found in the following chapter.
N.A. = not available *At basic prices in 1997 constant dollars.
1 For additional information on this, see Table 1.1 of the following chapter. 2 For additional information on this, see Table 1.1 of the following chapter. 3 For additional information on this, see Table 1.2 of the following chapter. 4 For additional information on this, see Table 1.3 of the following chapter. 5 For additional information on this, see Table 1.4 of the following chapter.
1
Table 1.1 contains shows real gross domestic product (GDP) at basic prices for both Manitoba and Canada. Values are reported in 1997 constant dollars for the total economy as well as the transportation and warehousing industry.
Table 1.1-(A) GDP of All Industries at Basic Prices in 1997 Constant Dollars ($'000 000)n GDP of All Industries from 1997-2002 MAN - ALL
Total Change 1997-: 13.09% 19.16% 4.54% 15.67% 25.68% 22.86% 20.71%
Table 1.1-(B) GDP of Transportation and Warehousing Industry at Basic Prices in 1997 Constant Dollars ($'000 000)n GDP of Transportation and Warehousing Industries from 1997-2002 MAN - T&W
Total Change 1997-: 22.61% 19.40% 34.53% 4.33% 40.90% 21.56%*including Nunavut
Table 1.1-(B) GDP of Transportation and Warehousing Industry at Basic Prices in 1997 Constant Dollars ($'000 000)n GDP of Transportation and Warehousing Industries from 1997-2002 CDA - T&W
Total Change 1997-: 18.51% -31.72% -6.10% -11.35% -10.37% 13.71%*including Nunavut
Source: Statistics Canada, CANSIM Series from Provincial Gross Domestic Product by Industry 1997-2002, 15-203, Appendix II.
2
Due to the new Statistics Canada methodology used, comparable data on the transportation and warehousing industry is only available from 1997. What was once referred to as the Transportation and Storage industry (in previous reports) is now reclassified as the Transportation and Warehousing industry. Data is no longer reported at factor cost in 1992 constant prices (as in previous reports). Data is now reported at basic prices in 1997 constant dollars. This new format of data is only reported from the year 1997. This shorter period of historical data makes analysis of trends difficult. More recent information on the Transportation Equipment industry is now available in Table 7.1 of this publication, with only some subsectors in the industry being reported (as others are listed as confidential). The Manitoba economy grew from $27.5 billion in 1997 to $31.8 billion in 2002. Over the same period, the Canadian national economy grew from $817 billion to $993 billion. This represents growth rates of 15.7 percent provincially and 21.6 percent nationally. This slower provincial economy growth rate resulted in Manitoba’s contribution to the Canadian gross domestic product (GDP) declining. In Manitoba the transportation and warehousing industry GDP expanded by 11.0 percent from 1997 to 2002. The transportation and warehousing industry GDP for Canada increased by 13.7 percent over this same period. Figure 1.1 charts the annual GDP for all industries as well as the transportation and warehousing industry for Manitoba and Canada for the 1997-2002 period. GDP shows a general positive growth trend for all industries and transportation and warehousing, but the latter contracted slightly in 2001 on both a national and provincial level. It is evident from the chart that the transportation and warehousing industry grew at a higher rate nationally (13.7%) than it did in Manitoba (11.0%).
Figure 1.1 GDP of All Industries and Transportation & Warehousing for Manitoba and Canada*
0
5,000
10,000
15,000
20,000
25,000
30,000
35,000
40,000
45,000
50,000
1997 1998 1999 2000 2001 2002
Year
GD
P ($
'000
000
)(M
AN
ALL
,MA
NT&
W, C
DA
T&
W)
0
200,000
400,000
600,000
800,000
1,000,000
1,200,000
GD
P ($
'000
000
)(C
DA
ALL
)
MAN - ALLMAN - T&WCDA - T&WCDA - ALL
* Basic prices and in 1997 constant dollars
3
Figure 1.2 shows the provincial change in GDP of all industries and the transportation and warehousing industry for the 1997-2002 period. Manitoba’s growth rates of 15.7% and 11.0% respectively for all industries and the transportation and warehousing industry, trail respective national growth rates of 21.6% and 13.7%. Figure 1.2 Percent Growth in GDP of All Industries and Transportation &
Warehousing from 1997 to 2002 by Province
-40%
-30%
-20%
-10%
0%
10%
20%
30%
40%
50%
BCALTA
SASKMAN
ONTQUE NB NS
PEINF
YUKNWT*
CDA
Province
% G
row
th in
GD
P % Growth in GDP of All Industriesfrom 1997-2002
% Growth in GDP of Transportationand Warehousing Industries from1997-2002
The close correlation in performance of the total economy and the transportation sector is notable. Over the 1997-2002 period the highest national GDP growth rate for all industries of 5.61% in 1999 coincides with a 6.26% increase in transportation and warehousing GDP for the same year. Similarly, the lowest growth rate in GDP for all industries of 1.66% in 2001 coincides with a contraction of 1.03% in the transportation and warehousing industry. Table 1.2 shows the Canadian and Manitoban employment in the various transportation industries. These data are also present in the individual modal chapters. In Canada, truck transport continues to be the largest employer by mode. Railway transport and related services employment in Canada declined every year between 1987 and 1998 (from 79,100 to 48,400), but has increased slightly to end the data at 51,900 in 2000. This represents a total decrease of 34 percent over the period. Air transport employment in Canada increased 54 percent over the review period (1987 to 2000), with a stage of decreasing employment from 1990 to 1993 before again beginning to climb. Canadian pipeline transportation employment also decreased 12 percent over the review period, or 30 percent from its 1990 peak of 9,000 employees to end with 6,700 employees in 2000.
4
Table 1.2 Canada and Manitoba Employment by Transportation Industry (thousands)
N.A. = not available*n.e.c. is not elsewhere classified
Note that this table uses estimates developed by Statistics Canada. For comparibility, all data is from the same CANSIM matrices.
Sources: Statistics Canada, Annual Estimates of Employment, Earnings and Hours, 1987-1999, 72F0002, Table 1: Estimates of Employment, for All Employees, by Industry, Canada, Provinces, and Territories, pages 5-6, 27.University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Man / Truck Transport, CANSIM Label L77017, Matrix 04383.University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Man / Railway Transp. & Related Services, CANSIM Label L77016, Matrix 04383.University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Man / Public Passenger Transit Systems, CANSIM Label L77018, Matrix 04383.University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Man / Air Transport, CANSIM Label L77014, Matrix 04383.University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Man / Services Incidental to Air Transport, CANSIM Label L77015, Matrix 04383.University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Man / Transportation N.E.C., CANSIM Label L77019, Matrix 04383.University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Man / Transportation, CANSIM Label L77013, Matrix 04383.University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Man / Transportation & Storage, CANSIM Label L77012, Matrix 04383.University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Man / Transportation Equipment, CANSIM Label L76988, Matrix 04383.University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Canada / Truck Transport, CANSIM Label L57003, Matrix 04285.University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Canada / Railway Transp. & Related Services, CANSIM Label L57000, Matrix 04285.University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Canada / Public Passenger Transit Systems, CANSIM Label L57000, Matrix 04285.University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Canada / Air Transport, CANSIM Label L56998, Matrix 04285.University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Canada / Services Incidental to Air Transport, CANSIM Label L56999, Matrix 04285.University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Canada / Pipeline Transport, CANSIM Label L57006, Matrix 04285.University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Canada / Transportation N.E.S., CANSIM Label L57005, Matrix 04285.University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Canada / Transportation, CANSIM Label L56997, Matrix 04285.University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Canada / Transportation & Storage, CANSIM Label L56996, Matrix 04285.University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Canada / Storage & Warehousing, CANSIM Label L57007, Matrix 04285.University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Canada / Transportation Equipment, CANSIM Label L56962, Matrix 04285.
As in Canada, truck transport now employs the most transportation employees by mode in Manitoba, namely 7,500 in 2000, up 54 percent from 1987. Manitoba truck transport employment fluctuated significantly, with a peak of 8,100 in 1995. Railway transport and related services in Manitoba has decreased each year since 1987, with a total decrease of 39 percent over the review period to end at 5,800 in 2000. In 1994, truck transport surpassed railway and related services as the employer of the most in transportation. After a steady decline in employment from 1989 to 1994, air transport has since increased each year to end at 5,000 in 2000, up 63 percent from the 1987 figure of 3,100 and the 1994 review period low of 2,500. Total transportation employment in Canada increased 8 percent over the 1987 to 2000 period, whereas total transportation employment in Manitoba increased 16 percent over the same period.
5
Table 1.3 shows Manitoba’s total export value by region and country. In 2001, the top five countries that Manitoba exported to were the United States ($7.44 billion), Japan ($437.9 million), Mexico ($164.8 million), China ($147.3 million), and Belgium ($143 million). These top five countries comprise the destination of 89% of all Manitoba exports. Table 1.3 Manitoba Total Exports by Regions and Major Countries ($'000 000)
Sources: Manitoba Bureau of Statistics, Manitoba Trade Trends 1993-2001, MBS 2002-3, Table 5: Manitoba Exports by Region and Selected Country 1993-2001, page 6.Manitoba Bureau of Statistics, Manitoba Trade Trends 1992-2000, MBS 2001-2, Table 5: Manitoba Exports by Region and Selected Country 1992-2000, pages 5-6.
Table 1.4 shows Manitoba’s total import value by region and country. It is notable that in recent years (2000 and 2001), the United Kingdom has fallen out of the top five countries of import. As well, imports from Mexico have placed it in the top five since 1997. The 4.7% decrease in total Manitoba imports from 1998 to 1999 rebounded with a 14.4% increase in 2000 (or 9% gain to 1998) and then another 3.9% increase in 2001 over the prior year. Again, note that total imports decreased in 1999 but then continued to rise in 2000 and 2001.
6
Table 1.4 Manitoba Total Imports by Regions and Major Countries ($'000 000)
Sources: Manitoba Bureau of Statistics, Manitoba Trade Trends 1993-2001, MBS 2002-3, Table 8: Manitoba Imports by Region and Selected Country 1993-2001, pages 11-12.Manitoba Bureau of Statistics, Manitoba Trade Trends 1992-2000, MBS 2001-2, Table 8: Manitoba Imports by Region and Selected Country 1992-2000, pages 11-12.
Figures 1.3 and 1.4 illustrate the dominant and growing importance of North American (mostly the United States) trade for Manitoba. A breakdown of Manitoba exports and imports by US State is presented in Appendix VI.
7
Figure 1.3 Manitoba Total Exports by Region
0.0
1000.0
2000.0
3000.0
4000.0
5000.0
6000.0
7000.0
8000.0
9000.0
10000.0
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
Year
Expo
rts V
alue
($'0
00 0
00)
C. America
S. America
Oceania
Africa
Asia
Mid. East
E. Europe
W. Europe
N. America
Figure 1.4 Manitoba Total Imports by Region
0.0
2000.0
4000.0
6000.0
8000.0
10000.0
12000.0
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
Year
Impo
rt V
alue
($'0
00 0
00)
C. America
S. America
Oceania
Asia
Africa
Mid. East
E. Europe
W. Europe
N. America
Trends in trade with Asia are also of interest. Second to North America, Asia holds the largest share of exports from Manitoba (2001: $960.5 million). Japan is the major importer of Manitoba goods (2001: $437.9 million) at 46 percent of Asian imports and 4.7 percent of total Manitoban exports.
8
On the import side, Asia (2001: $574.9 million) has moved into second place after North America (2001: $8.4 billion) in 2000 and 2001. Prior to 2000, Western Europe occupied second place. Although imports from Western Europe have grown in the past few years, Asian imports have grown substantially more. This makes Asia the primary region of growth of imports to Manitoba since 1999. In 1999, Asian imports to Manitoba were $413.6 million and in 2001 they were $574.9 million, an increase of 39% in two years. Table 1.5 shows the value of agricultural exports from Manitoba by region and country. Table 1.5 Manitoba Agricultural Exports By Regions and Major Countries ($'000 000)
Sources: Manitoba Bureau of Statistics, Manitoba Trade Trends 1993-2001, MBS 2002-3, Table 6: Manitoba Agricultural Exports by Region and Selected Country 1993-2001, page 7-8.Manitoba Bureau of Statistics, Manitoba Trade Trends 1992-2000, MBS 2001-2, Table 6: Manitoba Agricultural Exports by Region and Selected Country 1992-2000, pages 7-8.
.6
9
Table 1.6 shows non-agricultural export values from Manitoba by region and country. Table 1.6 Manitoba Non-Agricultural Exports by Regions and Major Countries ($'000 000)
Sources: Manitoba Bureau of Statistics, Manitoba Trade Trends 1993-2001, MBS 2002-3, Table 7: Manitoba Non-Agricultural Exports by Region and Selected Country 1993-2001, page 9-10.Manitoba Bureau of Statistics, Manitoba Trade Trends 1992-2000, MBS 2001-2, Table 7: Manitoba Non-Agricultural Exports by Region and Selected Country 1992-2000, pages 9-10.
0.6
0.51.6
.3
.9
10
Table 1.7 illustrates Manitoba’s total export revenue for goods (2001: $9.3 billion) by industry. In 2001 the manufacturing industry was the largest contributor to export earnings at $6 billion, followed by agriculture at $1.86 billion, mining at $703.7 million and the electric power industry at $478.4 million. Data on service exports are not available. This is unfortunate because transportation services are a significant source of export earnings for Manitoba. Table 1.7 Manitoba Exports by Industry ($'000 000)
Sources: Manitoba Bureau of Statistics, Manitoba Trade Trends 1993-2001, MBS 2002-3, Table 13: Manitoba Exports by Industry 1993-2001, page 25.Manitoba Bureau of Statistics, Manitoba Trade Trends 1992-2000, MBS 2001-2, Table 13: Manitoba Exports by Industry 1992-2000, page 23.
11
Trends in Manitoba export revenues by industry are shown in Figure 1.5. All major exporting industries show annual increases after any declines experienced in the late 1990’s. Agriculture experienced the most significant decline in 1999 and did not fully recover to previous levels as of 2001.
Figure 1.5 Manitoba Exports by Industry
0.0
1000.0
2000.0
3000.0
4000.0
5000.0
6000.0
7000.0
8000.0
9000.0
10000.0
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
Year
Expo
rts b
y In
dust
ry ($
'000
000
)
Agriculture
Mining
Manufacturing Industry
Electric Power Industry
Total Exports
12
Table 1.8 illustrates the total import payments for Manitoba (2001: $9.79 billion) by industry. The leading importing industry or 2001 (by value) was manufacturing at $9.3 billion, followed by agriculture at $231.3 million. Table 1.8 Manitoba Imports by Industry ($'000 000)
Sources: Manitoba Bureau of Statistics, Manitoba Trade Trends 1993-2001, MBS 2002-3, Table 14: Manitoba Imports by Industry 1993-2001, page 26.Manitoba Bureau of Statistics, Manitoba Trade Trends 1992-2000, MBS 2001-2, Table 14: Manitoba Imports by Industry 1992-2000, page 24.
As of 1992 imports rose sharply, notably in the manufacturing industry category. Total imports were on a steady rise (with the exception of a drop in 1999) and continued increasing into 2001. In Figure 1.6 the high contribution of manufacturing industry imports to total import payments is illustrated.
Very few goods in the agricultural sector category were imported compared to the manufacturing sector. Payments for agricultural imports in 2001 totaled $231.3 million. Given the modest rise in imports of agricultural goods compared to manufacturing goods, agriculture’s share of total imports has steadily declined (1990: 3.27%; 2001: 2.36%) over this period while the share of manufacturing goods has increased (1990: 91%; 2001: 95%).
14
The nominal value (not deflated) of Manitoba export revenues by section and chapter are shown in Table 1.9. Total export earnings grew significantly from $2.97 billion in 1990 to $9.32 billion in 2001. This is an increase of 214 percent over the twelve-year period. The drop in export earnings in 1999 was the only annual drop over the cited period. Table 1.9 Manitoba Exports By Section and Chapter ($'000 000)
Note: The major commodity headings are based on the twenty one Harmonized System Sections. The sub-headings are based on the Harmonized System Chapters.
Sources: Manitoba Bureau of Statistics, Manitoba's Trade Trends 1993-2001, MBS 2002-3, Table 9: Manitoba Exports by Section and Chapter 1993-2001, pages 13-16. Manitoba Bureau of Statistics, Manitoba's Trade Trends 1992-2000, MBS 2001-2, Table 9: Manitoba Exports by Section and Chapter 1992-2000, pages 13-16.
Figure 1.7 charts export revenues for Manitoba by section and chapter. In 1999, vehicles, aircraft, vessels and associated transport equipment replaced vegetable products as the top export earner. This can largely be ascribed to successive years of significantly reduced earnings from vegetable products rather than gains made by the vehicles, vessels and associated transport categories. However for 2001, vehicles, aircraft, vessels and associated transport equipment exports dropped significantly and vegetable products reclaimed the position as the top export earner.
15
Figure 1.7 Manitoba Exports by Section and Chapter
0.0
200.0
400.0
600.0
800.0
1000.0
1200.0
1400.0
1600.0
1800.0
1990
1992
1994
1996
1998
2000
Year
Expo
rts
by S
ectio
n an
d C
hapt
er ($
'000
000
)
0.0
1000.0
2000.0
3000.0
4000.0
5000.0
6000.0
7000.0
8000.0
9000.0
10000.0
Tota
l Exp
orts
($'0
00 0
00)
Live Animals, AnimalProducts
Vegetable Products
Animal and VegetableFats, Oils, and Waxes
Prepared Foodstuffs,Beverage, Spirits andTobacco
Mineral Products
Chemical Products orAllied Industries
Wood and articles ofwood, Charcoal, Cork,Basketware
Pulp and PaperProducts, Scrap andSemi-processedMaterialsMachinery, Mechanicaland ElectricalAppliances andEquipmentVehicles, Aircraft,Vessels and associatedTransport Equip.
TOTAL EXPORTS
16
Table 1.10 shows the nominal value (not deflated) of Manitoba imports by section and chapter. The total payment for imports increased from $3.2 billion in 1990 to $9.79 billion in 2001, an increase of 205 percent. It dipped down from its rising trend in 1999 with $8.24 billion, but recovered in 2000 and 2001. Table 1.10 Manitoba Imports By Section and Chapter ($'000 000)
Note: The major commodity headings are based on the twenty one Harmonized System Sections. The sub-headings are based on the Harmonized System Chapters. Sources: Manitoba Bureau of Statistics, Manitoba's Trade Trends 1993-2001, MBS 2002-3, Table 10: Manitoba Imports by Section and Chapter 1993-2001, pages 17-20.
Manitoba Bureau of Statistics, Manitoba's Trade Trends 1992-2000, MBS 2001-2, Table 10: Manitoba Imports by Section and Chapter 1992-2000, pages 17-20.
17
Figure 1.8 shows the nominal values of imports for Manitoba. Machinery, mechanical and electrical appliances and equipment is the largest import category followed by the vehicles, aircraft, vessels and associated transport equipment category. All categories show positive movement since declines in 1999.
Figure 1.8 Manitoba Imports by Section and Chapter
0.0
500.0
1000.0
1500.0
2000.0
2500.0
3000.0
3500.0
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
Year
Impo
rts
by C
hapt
er a
nd S
ectio
n ($
'000
000
)
0.0
2000.0
4000.0
6000.0
8000.0
10000.0
12000.0
Tota
l Im
port
s ($
'000
000
)
Prepared Foodstuffs,Beverage, Spirits andTobacco
Chemical Products orAllied Industries
Plastics, Rubber, andArticles Thereof
Pulp and PaperProducts, Scrap andSemi-processedMaterials
Table 1.11 shows Manitoba interprovincial exports. The proportions of Manitoba’s key export recipients did not change significantly over the review period. In 1992, P.E.I. received 17 percent, in 1998, 15 percent. In 1992, Ontario received 37 percent, in 1998, 35 percent. In 1992, Saskatchewan received 14 percent, in 1998, 15 percent. In 1992, Alberta received 18 percent, in 1998, 20 percent. And finally, in 1992, B.C. received 11 percent, in 1998, 12 percent. The dollar value of exports to Ontario over the review period increased 39 percent ($3.1 billion in 1998). Table 1.11 Manitoba Interprovincial Trade: Exports ($'000 000)
Sources: Statistics Canada, Interprovincial and International Trade in Canada 1992-1998, 15-546, Table 2.7.1 Manitoba Interprovincial Trade, page 89.
4
19
Table 1.12 shows Manitoba interprovincial imports. As with exports, the proportions of Manitoba’s key provincial sources of imports did not change significantly over the period. In 1992, Quebec supplied 14 percent, in 1998, 13 percent. In 1992, Ontario supplied 47 percent, in 1998, 49 percent. Saskatchewan supplied 9 percent in both 1992 and 1998. In 1992, Alberta supplied 20 percent, in 1998, 21 percent. And finally, in 1992, B.C. supplied 9 percent, in 1998, 7 percent. The dollar value of imports from Ontario over the review period increased 52 percent ($4.8 billion in 1998). Table 1.12 Manitoba Interprovincial Trade: Imports ($'000 000)
Sources: Statistics Canada, Interprovincial and International Trade in Canada 1992-1998, 15-546, Table 2.7.1 Manitoba Interprovincial Trade, page 89.
3
Other tables relating to trade by truck or rail that were present in the July 2001 publication of Transportation Trends in Manitoba are now in the respective modal chapters.
20
2. HIGHWAY TRANSPORTATION This chapter analyzes the statistics on highway transportation. The predominant use of highways is by intercity truck haulage and, to a lesser extent, passenger vehicles including intercity bus passengers. In accordance with general assertions on the importance of different vehicle types and their uses for highway transportation, this chapter focuses on trucking, or alternatively motor carriers of freight. Some reference is also made of non-commercial vehicle registrations. Intercity passenger transport by bus lines is not discussed in this chapter, but included in the chapter on urban and intercity transportation (Chapter 4). Motor carriers of freight are considered in the categories of for-hire carriers, private carriers and owner operators. All types of data are not necessarily available for all categories of carriers, but are limited to readily available sources. This implies limited comparisons between the same and/or different categories in or across regions. Also, please note that there are cautionary clauses on data limitations in the original sources as well. Chapter 2 Summary Table The following information is a compilation of the most significant data that can be found in the following chapter.
N.A. = not available *At factor cost and using 1992 prices.
6 For additional information on this, see Table 2.1 of the following chapter. 7 For additional information on this, see Table 2.2 of the following chapter. 8 For additional information on this, see Table 2.6 of the following chapter. 9 For additional information on this, see Table 2.7 of the following chapter.
21
Table 2.1 shows the GDP of the Canadian truck transport industry from 1980 to 2000 at factor cost and using 1992 prices. From this, we see that the GDP of the Canadian truck transport industry has tripled in this time. Over this period, the GDP increased almost every year, except for 1981-82 and 1991-92. This table can be viewed in conjunction with Table 1.1: Manitoba and Canada Real Gross Domestic Product at Factor Cost (using 1992 prices) in Chapter 1: Trade and Commodity Movements of this publication. From this, we can see that in the mid-eighties, the GDP of the Canadian truck transport industry made up approximately 1 percent of the total Canadian economy. In the late nineties, the GDP of the Canadian truck transport industry made up over 1.5 percent of the total Canadian economy. Table 2.1 GDP of Canadian Truck Transport Industry ($'000 000)
Year GDP*1980 44581981 42981982 42991983 47311984 5392 NOTE: The information on the left is obtained through CANSIM, while the1985 5734 information on the right is from Statistics Canada, Provincial Gross1986 5973 Domestic Product by Industry, 1997-2002.1987 66731988 6847 The two sources used different reporting formats (namely, factor versus1989 6941 basic cost and 1992 versus 1997 dollars); therefore, the two columns1990 7140 of GDP info cannot be compared.1991 65511992 68491993 75571994 86171995 94821996 10052 GDP of Manitoba Truck Transport Industry ($'000 000)**1997 10630 1997 5301998 11394 1998 5511999 12479 1999 5702000 13331 2000 5872001 N.A. 2001 5662002 N.A. 2002 561
*GDP at factor cost, 1992 prices. **at basic prices, in 1997 constant dollars.N.A. = not available
Sources: University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), GDP Factor Cost, Annually, 1992 Prices / Truck Transport Industries, CANSIM Label I53236, Matrix 04677.
Statistics Canada, Provincial Gross Domestic Product at Basic Price by Industry in Millions of Dollars, 15-203, Table 1, page 163. Figure 2.1 shows the GDP of the Canadian Truck Transport Industry.
22
Figure 2.1 GDP of Canadian Truck Transport Industry
0
2000
4000
6000
8000
10000
12000
14000
1980
1982
1984
1986
1988
1990
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1994
1996
1998
2000
Year
GD
P ($
'000
000
)
GDP*
23
Table 2.2 shows employment as well as wages and salaries for Manitoba and Canada with special reference to Manitoba trucking. Table 2.2 Manitoba and Canada Employment and Wages in Truck Transport Industry
Employment Truck Transportation Wages and Salaries
Year Manitoba Total
Canada Total % Canada Manitoba
Employees
% of all Manitoba
Employees
Manitoba Total Average Canada
Total Average Manitoba Trucking Average
Units Thousands Millions$ Dollars Millions$ Dollars $'000 Dollars
Sources: University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, Manitoba / Truck Transportation, CANSIM Label L171377, Matrix 17007.
University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), Manitoba Selected Economic Indicators / Total Employment, CANSIM Label D28745, Matrix 09226.
University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), Canada Selected Economic Indicators / Total Employment, CANSIM Label D28598, Matrix 09219.
University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), Wages and Salaries, Manitoba / Labour Income, CANSIM Label D139182, Matrix 10563.
University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), Wages and Salaries, Canada / Wage and Salaries, CANSIM Label D139159, Matrix 10570.
During the period 1986 to 2001 employment in Manitoba grew by 59,000, from 499,000 to 558,000; an increase of 11.8 percent. National employment grew 3.1 million from 11.9 million to 15.1 million, or 26 percent for the same period. Since provincial growth in employment is lower than national growth, the Manitoban share of total Canadian employment shows a declining trend. Figures 2.2 and 2.3 graphically present employment and wages and salaries for Manitoba and Canada. Both charts depict the declining trend in Manitoba employment as a share of total Canadian employment as well as the declining trend in for-hire trucking employment as a share of total Manitoba employment.
24
Figure 2.2 Manitoba and Canada Employment
0
2000
4000
6000
8000
10000
12000
14000
16000
1986
1988
1990
1992
1994
1996
1998
2000
Year
Thou
sand
s
0
0.5
1
1.5
2
2.5
3
3.5
4
4.5
Perc
enta
ge
Manitoba Total
Canada Total
MB Employment % ofCanada
Truck TransportEmployment % of MB
Figure 2.3 Manitoba and Canada Employment and Wages in Truck Transport Industry
0
5000
10000
15000
20000
25000
30000
35000
40000
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
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1997
1998
1999
2000
2001
Year
Sala
ry ($
)
00.511.522.533.544.5
Perc
enta
geManitoba Average Salary
Canadian Average Salary
MB Trucking AverageSalary
MB Employment % ofCanada
Truck TransportEmployment % of MB
From Figure 2.3 it appears that the average annual income in Manitoba compares very favourably with the national average. However, simple comparison of these figures would not take account of all relevant factors pertinent to the issue at hand and some caveats are in order. Most notably, average income does not equate to disposable income or growth in net worth. An explanation of the apparent contradiction in average annual disposable income and employment growth could possibly be found along these lines.
25
It is noteworthy that the average annual income for Manitoba for-hire trucking is higher than the provincial annual average in years for which data is available. Table 2.3 shows the number and type of employees for small for-hire carriers in Manitoba and Canada. Over the entire period employment in this sector has been gradually increasing, but more importantly there is a trend for increased reliance on part-time workers. In 1992, in both Canada and Manitoba the ratio of full-time to part-time employees in the small for-hire sector was greater than 4. As of 1999, these numbers were reduced to 3.1 and 2.6 respectively, with a low in 1995 with only 2.3 full-time employees per part-time employee for Canada and only 1.9 in Manitoba. Table 2.3 Manitoba and Canada Small (Level III) For-Hire Carriers and Owner Operators: Number of Employees and Type
Year Drivers Other Employees Working Owners Small For-Hire Total Owner Operators Carriers
*1998 figures for Manitoba has been amalgamated with Saskatchewan and Alberta.
Sources: Statistics Canada, Surface and Marine Transport, 50-002: Vol.18, No.1, Table 6: Motor Carriers of Freight, 1999: Number of Employees by Type and by Province or Territory of Domicile, Small For-Hire Carriers, page 16.
Statistics Canada, Surface and Marine Transport, 50-002: Vol. 17 No.1, Table 4: Motor Carriers of Freight, 1998: Number of Employees by Type and by Region, Small For-Hire Carriers, page 14.
The 169 carriers reporting in Manitoba in 1999 had 10,325 persons employed with small for-hire carriers and 5,186 as owner operators. The 6,000 carriers reporting in Canada in 1999 had 23,542 persons employed with small for-hire carriers and 5,186 as owner operators. Figures 2.4 and 2.5 supports the suggestion that the Manitoba labour market in the small (Level III) for-hire carrier sector is more volatile than the equivalent parameters for Canada. The 1998 gap in Figure 2.4 is due to the amalgamation of data this year for Alberta, Saskatchewan, and Manitoba.
26
Figure 2.4 Number of Employees and Type for Manitoba Small For-Hire Carriers and Owner
Operators
0
500
1000
1500
2000
2500
1991 1992 1993 1994 1995 1996 1997 1998 1999
Year
Empl
oyee
s
Small For-HireTotal
Small For-Hire FullTiime
Small For-HirePart Time
Owner OperatorTotalOwner OperatorFull Tiime
Owner OperatorPart Time
Grand Total
Figure 2.5 Number of Employees and Type for Canada Small For-Hire Carriers and Owner Operators
0
5000
1000015000
20000
25000
3000035000
40000
45000
1991 1992 1993 1994 1995 1996 1997 1998 1999
Year
Empl
oyee
s
Small For-HireTotalSmall For-Hire FullTiimeSmall For-HirePart TimeOwner OperatorTotalOwner OperatorFull TiimeOwner OperatorPart TimeGrand Total
27
Table 2.4 shows the movement of goods from province or territory of origin to Manitoba by for-hire trucking. Table 2.4 For-hire Trucking, Estimated Transport Revenues, Tonnage, Tonne-Kilometers and Number of Shipments on the Movement of Goods from Province or Territory of Origin to Manitoba*
Origin Nfld* PEI NS NB QUE ONT MAN SASK ALTA BC* Yukon NWT TOTAL
*As of 1997: Nfld = Atalntic Provinces; Man = Manitoba, Saskatchewan, Alberta; BC = British Columbia, Yukon, NWT.
Sources: Statistics Canada, Trucking in Canada, 53-222, Table 3.6: Domestic For-hire Trucking, 2001: Estimated Transport Revenues, Tonnage, Tonne-Kilometres, Number of Shipments and Selected Ratios on the Movement of Goods from Region of Origin to Region of Dest
Statistics Canada, Trucking in Canada, 53-222, Table 3.6: Domestic For-hire Trucking, 2000: Estimated Transport Revenues, Tonnage, Tonne-Kilometres, Number of Shipments and Selected Ratios on the Movement of Goods from Region of Origin to Region of Dest
Statistics Canada, Trucking in Canada, 53-222, Table 3.6: Domestic For-hire Trucking, 1999: Estimated Transport Revenues, Tonnage, Tonne-Kilometres, Number of Shipments and Selected Ratios on the Movement of Goods from Region of Origin to Region of Dest
Statistics Canada, Trucking in Canada, 53-222, Table 3.6: Domestic For-hire Trucking, 1998: Estimated Transport Revenues, Tonnage, Tonne-Kilometres, Number of Shipments and Selected Ratios on the Movement of Goods from Region of Origin to Region of Des
For the years 1992 through 1996 data was obtained on a special run from Statistics Canada.t
28
The interpretation of data is confounded by the aggregation of data for Manitoba, Saskatchewan and Alberta as of 1997. This aggregation of the prairie provinces is reflected in both the origin and destination figures (Table 2.5). Table 2.5 shows the movement of goods from Manitoba to province or territory of destination by for-hire trucking.
29
Table 2.5 For-hire Trucking, Estimated Transport Revenues, Tonnage, Tonne-Kilometers and Number of Shipments on the Movement of Goods from Manitoba to Province or Territory of Destination*
Destination Nfld* PEI NS NB QUE ONT MAN SASK ALTA BC* Yukon NWT TOTAL
*As of 1997: Nfld = Atalntic Provinces; Man = Manitoba, Saskatchewan, Alberta; BC = British Columbia, Yukon, NWT.
Sources: Statistics Canada, Trucking in Canada, 53-222, Table 3.6: Domestic For-hire Trucking, 2001: Estimated Transport Revenues, Tonnage, Tonne-Kilometres, Number of Shipments and Selected Ratios on the Movement of Goods from Region of Origin to Region of Destin
Statistics Canada, Trucking in Canada, 53-222, Table 3.6: Domestic For-hire Trucking, 2000: Estimated Transport Revenues, Tonnage, Tonne-Kilometres, Number of Shipments and Selected Ratios on the Movement of Goods from Region of Origin to Region of Destin
Statistics Canada, Trucking in Canada, 53-222, Table 3.6: Domestic For-hire Trucking, 1999: Estimated Transport Revenues, Tonnage, Tonne-Kilometres, Number of Shipments and Selected Ratios on the Movement of Goods from Region of Origin to Region of Destin
Statistics Canada, Trucking in Canada, 53-222, Table 3.6: Domestic For-hire Trucking, 1998: Estimated Transport Revenues, Tonnage, Tonne-Kilometres, Number of Shipments and Selected Ratios on the Movement of Goods from Region of Origin to Region of Destin
For the years 1992 through 1996 data was obtained on a special run from Statistics Canada.
30
The interpretation of data is again confounded by the aggregation of data for Manitoba, Saskatchewan and Alberta as of 1997. Figure 2.6 shows the for-hire trucking tonne-kilometers from Manitoba to province of destination.
Figure 2.6 For-hire Trucking Tonne-Kilometers from Manitoba to Province of Destination
0
5000000
10000000
15000000
20000000
25000000
30000000
1986
1988
1990
1992
1994
1996
1998
2000
Year
Tonn
e-ki
lom
eter
s ('0
00)
Nfld*
QUE
ONT
MAN
BC*
TOTAL
Nfld = Atlantic Prov. Man = MB, SK, and ABBC= BC, Yukon, NWT
31
Table 2.6 shows the southbound movement of goods from Manitoba to US regions by for-hire trucking. Estimated revenues, tonnes, tonne-kilometres and shipments are reported. Table 2.6 For-hire Trucking, Southbound Movements of Goods, Manitoba to U.S. Regions
Figure 2.8 For-Hire Trucking, Southbound Movement of Goods, Manitoba to U.S. Regions in Tonne-Kms
0
1000000
2000000
3000000
4000000
5000000
6000000
7000000
8000000
1987
1988
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1990
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1998
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Year
MB
to U
.S. R
egio
n To
nne-
Km
s
0
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10000000
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25000000
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35000000
40000000
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50000000
Can
ada
to U
.S. T
onne
-K
ms
MB toNortheast
MB to North
MB to South
MB to West
MB to USA
CANADA toUSA
MB+SK+AB
MB = Manitoba; SK = Saskatchewan; AB = Alberta Figures 2.7 and 2.8 respectively indicate the tonnes and tonne-kilometres for the southbound movement of goods from Manitoba to U.S. regions by for-hire trucking. Both charts indicate the steady growth in total tonnes and tonne-kms for Canada-U.S. trade since 1992.
33
Table 2.7 shows northbound movements of goods from US regions to Manitoba by for-hire trucking. Again, the aggregation of prairie data confounds the provincial results after 1997. Table 2.7 For-hire Trucking, Northbound Movements of Goods, from U.S. Regions to Manitoba
Figure 2.10 For-Hire Trucking, Northbound Movement of Goods, from U.S. Regions to Manitoba in Tonne-Kms
0
1000000
2000000
3000000
4000000
5000000
6000000
7000000
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
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1998
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2000
2001
Year
U.S
. Reg
ions
to M
B
Tonn
e-K
ms
0
5000000
10000000
15000000
20000000
25000000
30000000
35000000
40000000
U.S
. to
Can
ada
Tonn
e-K
ms
Northeast toMB
North to MB
South to MB
West to MB
USA to MB
USA toCANADA
MB+SK+AB
MB = Manitoba; SK = Saskatchewan; AB = Alberta A steady increase in the movement of goods from the U.S. to Canada by for-hire trucking is noted for the entire period.
35
Table 2.8 shows the southbound movement of the top five commodities from Manitoba to the USA by for-hire trucking. Looking closer it can be seen how Manitoba’s economy has changed over the fourteen-year period. Note that the addition of Alberta has shifted the commodity mix. Table 2.8 For-hire Trucking, Southbound Movements of The Top Five Commodities From Manitoba to U.S.
01 Meat and Meat Preparations 696 1656 1397 12000 1000001 Live animals and live fish 14000 11000 11000 1700003 Fish 421 73205 Meat, Fish, Seafood and Preparations 22000 19000 2400014 Other Foods, Food Materials 128521 Crude Veg. Prod., inedible 3610 2011 1929 1803 2215 2517 5385 502422 Fertilizer and fertilizer materials 1700026 Wood Products 16000 22000 2100033 Wood Fabricated Materials 1171 1802 2339 17000 1800033 Articles of base metal 1600034 Machinery 23000 2300035 Paper and Paperboard 2142 1972 1899 2673 1991 3462 3667 5106 2600042 Chemicals and Related Prods 2138 2025 4168 5087 2065 394742 Miscellaneous transported products 37000 39000 5100043 Petroleum and Coal Prods. 431744 Iron, Steel and Alloys 2790 2203 1657 1784 1611 3158 3907 3729 453245 Non-Ferrous Metals 160974 Furniture and Fixtures 1641 4053 466796 remaining End-products Classified by material 4600099 General and Unclassified Freight 2807 10806 5088 9430 9845 20000 27000Sub-total 9757 11236 12373 7951 10890 13603 19653 17068 26264 29174 89000 112000 102000 120000 136000Other commodities 21575 27752 26856 28353 23021 24254 30139 36075 44016 56622 146000 146000 154000 198000 194000Total 31332 38988 39229 36304 33911 37857 49792 53143 70280 85796 235000 258000 257000 319000 330000
Note: The top five ranking is based on the estimated revenues of the top five commodities.Note: As of 1997: Man = Manitoba, Saskatchewan, Alberta
Sources: Statistics Canada, Trucking in Canada, 53-222, Table 3.20: For-Hire Trucking, 2001: Southbound Movements of the Top Five Commodities from Region of Origin, Canada-U.S., 2001, page 72.Statistics Canada, Trucking in Canada, 53-222, Table 3.20: For-Hire Trucking, 2000: Southbound Movements of the Top Five Commodities from Region of Origin, Canada-U.S., 2000, page 72.Statistics Canada, Trucking in Canada, 53-222, Table 3.20: For-Hire Trucking, 1999: Southbound Movements of the Top Five Commodities from Region of Origin, Canada-U.S., 1999, page 72.Statistics Canada, Trucking in Canada, 53-222, Table 3.23: For-Hire Trucking, 1998: Southbound Movements of the Top Five Commodities from Region of Origin, Canada-U.S., 1998.Statistics Canada, Trucking in Canada, 53-222, Table 3.20: For-Hire Trucking, 1997: Southbound Movements of the Top Five Commodities from Region of Origin, Canada-U.S., 1997.For the years 1992 through 1996 data was obtained on a special run from Statistics Canada.
Figure 2.11 charts the southbound movement in tonnes and tonne-kilometres of the top five and other commodities from Manitoba to the U.S. by for-hire trucking.
Figure 2.11 For-hire Trucking, Southbound Movement of Top Five and Other Commodities from Manitoba to U.S.
MB = Manitoba; SK = Saskatchewan; AB = Alberta The aggregation of prairie data as of 1997 confounds results for Manitoba. But it can be seen that even before Alberta and Saskatchewan were added in, total tonnage and total tonne-kilometres were rising.
37
Table 2.9 shows summary statistics for the Canadian for-hire motor carriers of freight survey by size in 1999. Total operating revenues across all sized carriers in 1999 was estimated at $25.3 billion and total operating expenses at $23.2 billion. Table 2.9 Canadian Motor Carriers of Freight, Summary Statistics by Size, 1999
Estimated Carriers % of Total 0 6 13 20 0 80 80 100Operating Revenue % of Total 23 48 5 77 1 22 23 100Operating Expenses % of Total 24 49 6 78 1 21 22 100
Number of Employees % of Total 17 41 10 67 1 32 33 100Equipment Operated 17 47 9 74 1 25 26 100
Straight Trucks % of Total 3 33 18 54 1 45 46 100Road Tractors % of Total 13 37 10 60 1 39 40 100
Semi-trailers % of Total 22 55 6 84 1 15 16 100Other % of Total 20 54 15 89 0 25 11 100
N.A. = not available… not appropriate or not applicableTotals may not add due to rounding.
Sources: Contact with Statistics Canada.
Statistics Canada, Surface and Marine Transport, 50-002: Vol.18, No.1, Table 1: For-hire Industry Motor Carriers of Freight, Summary Statistics by Size, For-hire Carriers, 1999, page 10.
Statistics Canada, Surface and Marine Transport, 50-002: Vol. 18, No. 1, Table 2: Mot Carriers of Freight, 1999: Summary Statistics by Type of Activity, Small For-hire Carriers, page 11.
Statistics Canada, Surface and Marine Transport, 50-002: Vol.18, No.2, Summary Table A: Motor Carriers of Freight, Summary Statistics by Size, Owner Operators 1999, page 3.
Statistics Canada, Surface and Marine Transport, 50-002: Vol. 18, No. 2, Table 1: Motor Carriers of Freight, 1999: Summary Statistics, by Type of Activity, Owner Operators, page 13.
Statistics Canada, Surface and Marine Transport, 50-002: Vol.16, No.1, Summary Table, Tables 8,9,11. Figures 2.12, 2.13 and 2.14 show a breakdown of the equipment type operated by carriers in 1999. Medium and large carriers were the category operating the most equipment at 162,499 units followed by owner operators with 89,495 units (Figure 2.12). Semi-trailers were the most abundant equipment type at 185,524 units, followed by road tractors at 102,045 units (Figure 2.13).
38
Figure 2.12 Equipment Type by Carrier: Motor Carriers of Freight Survey, Canada, 1999
020000400006000080000
100000120000140000160000180000
Top Carriers Medium & LargeCarriers
Small Carriers Owner OperatorTotal
Carrier Category
Num
ber o
f Uni
ts
OtherSemi-trailersRoad TractorsStraight Trucks
Figure 2.13 Carrier by Equipment Type: Motor Carriers of Freight Survey, Canada, 1999
020000400006000080000
100000120000140000160000180000200000
StraightTrucks
Road Tractors Semi-trailers Other
Equipment Type
Num
ber o
f Uni
ts
Owner Operator TotalSmall CarriersMedium & Large CarriersTop Carriers
Medium and large carriers had the largest fleet of semi-trailers at 102,897 units, followed by top for-hire carriers at 41,093 units and owner operators at 29,624 (Figure 2.14). Owner operators predominantly utilized road tractor equipment and the number of road tractors operated by owner operators (40,436 units) exceeded the number of semi-trailers (29,624 units). Note that even though top for-hire carriers operated fewer semi-trailers than large and medium for-hire carriers, they still operated more semi-trailers than owner operators did road tractors.
39
Figure 2.14 Carrier by Equipment Type: Motor Carriers of Freight Survey, Canada, 1999
0
20000
40000
60000
80000
100000
120000
StraightTrucks
RoadTractors
Semi-trailers Other
Equipment Type
Num
ber o
f Uni
ts
Top CarriersMedium & Large CarriersSmall CarriersOwner Operator Total
40
Table 2.10 depicts summary statistics for small for-hire motor carriers of freight in Manitoba. Please note that figures include data of owner operators from 1986 to 1994. The effect of the deregulation of the trucking industry is evident in data as of 1994. Large numbers of new entrants to the industry has caused significant lowering of average values. This is especially apparent in the number of employees listed in the following tables. Table 2.10 Manitoba Motor Carriers of Freight: Summary Statistics, Small For-hire*
N.A. = not available*Includes Owner Operator: 1986-1994**A breakdown of these numbers is given in other tables. In some cases the totals do not correspond exactly with the aggregates given by Statistics
Canada's Summary Statistics tables. ***Data is based on head office location.
2.4, 2.5, 2.6, 2.7, 2.8, 2.18, 2.19 (1988); 2.2, 2.3, 2.4, 2.5, 2.6, 2.7 (1987); 2.2, 2.3, 2.4, 2.5 (1986). The largest improvement in operating ratio was observed in 1994 when the operating ratio reached 63 percent, the lowest level for the observation period. In 1995 it jumped to 80 percent and gradually rose past pre-deregulation levels to reach 98.7 percent in 1999.
41
Table 2.11 shows summary statistics for owner operator motor carriers of freight in Manitoba. Please note that figures include data of small for-hire carriers from 1986 to 1994. Again, the effect of the deregulation of the trucking industry is evident in data as of 1994. The entry of new players in large numbers has caused significant lowering in average values. Table 2.11 Manitoba Motor Carriers of Freight: Summary Statistics, Owner Operator*
*Includes Small For-hires: 1986-1994**A breakdown of these numbers is given in other tables. In some cases the totals do not correspond exactly with the aggregates
given by Statistics Canada's Summary Statistics tables.***Data is based on head office location.
Sources: Statistics Canada, Surface and Marine Transport, 50-002: Vol.18, No.2, Table 2: Motor Carriers of Freight, 1999: Summary Statistics by Province or Territory of Domicile, Owner Operators, page 15.
Statistics Canada, Surface and Marine Transport, 50-002: Vol.18, No.2, Table 5: Motor Carriers of Freight, 1999: Equipment Operated by Province or Territory of Domicile, Owner Operators, page 18.
2.4, 2.5, 2.6, 2.7, 2.8, 2.18, 2.19 (1988); 2.2, 2.3, 2.4, 2.5, 2.6, 2.7 (1987); 2.2, 2.3, 2.4, 2.5 (1986). In 1995 the operating ratio was 72 percent, then it gradually increased to reach 93 percent in 1997, and ends the data set at 87.4 percent in 1999. The 2,141 owner operators reporting in 1999 utilized 4,466 units of equipment.
42
Table 2.12 shows summary statistics for Canadian small for-hire motor carriers of freight. The trend for the operating ratio was upwards from 80 percent in 1995 to 88 percent in 1997, and then reaching 95 percent in 1999. The 6,000 carriers reporting in 1999 operated 30,790 units of equipment. Table 2.12 Canada Motor Carriers of Freight: Summary Statistics, Small For-hire
YearTotal Operating Revenues
Average Operating Revenue
Total Operating Expenses
Average Operating Expenses
Operating Ratio
Total Number of Employees**
Average Number of Employees
Total Wages and Salaries**
Total Equipment (Truck, Tractor- trailer, Other)**
** A breakdown of these numbers is given in other tables. In some cases the totals do not correspond exactly with the aggre given by Statistics Canada's Summary Statistics tables.
*** Data is based on head office location.
Sources: Statistics Canada, Surface and Marine Transport, 50-002: Vol.18, No.2, Summary Table A: Motor Carriers of Freight, Summary Statistics by Size, Owner Operators 1999, page 3.
Statistics Canada, Surface and Marine Transport, 50-002: Vol.18, No.1, Table 1: For-hire Industry Motor Carriers of Freight, Summary Statistics by Size, For-hire Carriers, 1999, page 10.
Summary statistics for Canadian owner operator motor carriers of freight are shown in Table 2.13. Table 2.13 Canada Motor Carriers of Freight: Summary Statistics, Owner Operator
YearTotal Operating Revenues
Average Operating Revenue
Total Operating Expenses
Average Operating Expenses
Operating Ratio
Total Number of Employees**
Average Number of Employees
Total Wages and Salaries**
Total Equipment (Truck, Tractor- trailer, Other)**
**A breakdown of these numbers is given in other tables. In some cases the totals do not correspond exactly with the aggregatesgiven by Statistics Canada's Summary Statistics tables.
***Data is based on head office location.
Sources: Statistics Canada, Surface and Marine Transport, 50-002: Vol.18, No.1, Table 1: For-hire Industry Motor Carriers of Freight, Summary Statistics by Size, For-hire Carriers, 1999, page 10.
Statistics Canada, Surface and Marine Transport (50-002): Vol.17, No.1, Table 9.Statistics Canada, Surface and Marine Transport (50-002): Vol.17, No.1, Table 11.Statistics Canada, Surface and Marine Transport (50-002): Vol.16, No.1, Tables 8, 11, 14.Statistics Canada, Surface and Marine Transport (50-002): Vol.15, No.1, Tables 8, 11, 14.Statistics Canada, Surface and Marine Transport (50-002): Vol.13, No.6, Tables 8, 13.
The operating ratio for Canadian owner operators in 1995 was 75 percent. In 1997 the ratio had risen to 88 percent and the ending data in 1999 was 86 percent. The 37,196 carriers reporting operated 89,495 equipment units.
43
Table 2.14 shows summary statistics for medium to top for-hire motor carriers of freight in Canada. Table 2.14 Canada Motor Carriers of Freight: Summary Statistics, Medium to Top For-hire
*A breakdown of these numbers is given in other tables. In some casesthe totals do not correspond exactly with the aggregates given by Statistics Canada's Summary Statistics tables.
**Up to 1993, this total included straight trucks, road tractors, semi trailers and full trailers, and other equipment.1994 and after, this total includes van/semi trailer temperature controlled, van/semi trailer non-temperature controlled, flat deck, full trailers, dump trailers, container chassis, tank (liquid bulk), and other equipment. Data is based on head office location.
Note: As of 1994, the Total Wages and Salaries includes employee benefits.
Sources: Statistics Canada, Trucking in Canada, 2000, 53-222, Table 2.1: Quarterly Motor Carriers of Freight Survey, For-hire Carriers: Summary Statistics by Quarter, 2000 – Canada, page 27.Statistics Canada, Trucking in Canada, 2000, 53-222, Table 2.5: Annual Motor Carriers of Freight Survey, For-Hire Carriers, Summary of Financial Statistics, 1996-2000, page 36.Statistics Canada, Trucking in Canada, 2000, 53-222, Table 2.10: Annual Motor Carriers of Freight, For-Hire Carriers: Semi-Trailers and Other Operated Equipment by Region, 2000, page 41.Statistics Canada, Trucking in Canada, 53-222: 2.1, 2.5, 2.11 (1999); 2.1, 2.5, 2.11 (1998); 2.1, 2.4, 2.6, 2.10 (1997);
Although the effects of deregulation of the industry was not equivalently significant on the operating ratio for medium to top for-hire carriers as it was for small-for hire and owner operators, it appears to have trickled through to the larger carriers. The operating ratio in 1994 of 92 percent was the lowest of the entire review period. The 2,706 medium to large carriers reporting in 2000 operated 159,823 units of equipment. Tables 2.15, 2.16 and 2.17 depict the results of a fuel consumption and cost survey on Manitoba motor carriers of freight. Distances traveled by vehicle type, fuel consumption and cost are reported.
44
Table 2.15 shows results for owner operators. Care must be taken forming any conclusions based on this data due to the large change in the number of carriers that returned surveys to Statistics Canada. Table 2.15 Manitoba Owner Operators: Estimated Annual Distance TraveledBy Vehicle Type; Fuel Consumption and Cost Survey*
*Includes Small For-hire: 1986-1994**Totals may not add due to rounding.***Caution is required since these data are for level-III for-hire carriers only.****This number is for owned & leased equipment only. After 1995 it includes all equipment.
Sources: Statistics Canada, Head Office, Transportation Division contact.Statistics Canada, Surface and Marine Transport, 50-002, Table 12: Motor Carriers of Freight, 1998: Fuel Consumption and Cost by Province or Territory of Domicile, Owner Operator, Vol. 17 No. 1, page 21.
Table 2.16 shows the results of the survey on Manitoba small for-hire carriers. It can be seen that as fuel is becoming more expensive, the trucking community is taking care to both drive more efficiently and to purchase more fuel efficient tractors. The average fuel consumed per 100 km has decreased by approximately 28 percent, from 50.6 litres to 35.8 litres. Table 2.16 Manitoba Small For-Hire Carriers: Estimated Annual Distance TraveledBy Vehicle Type; Fuel Consumption and Cost Survey*
* Includes Owner Operator: 1986-1994**Totals may not add due to rounding***Caution is required since these data are for level-III for-hire carriers only****This number is for owned & leased equipment only. After 1995 it includes all equipment.
Average distance travelled per vehicle, Private TruckingStraight TrucksOwned and Leased 000 km N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. 38500 36950 37648 20328.00Owner Operator 000 km N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A.Road TractorsOwned and Leased 000 km N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. 110200 108815 98942 88540.00Owner Operator 000 km N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A. N.A.
N.A. = not available
*Totals may not add due to rounding.**Caution is required since these data are for level-III for-hire carriers only.***This number is for owned & leased equipment only. After 1995 it is for all equipment.
Note: Statistics Canada has not collected information regarding private carriers after 1998 due to a poor response rate and possibly inaccurate information.
Table 2.18 gives a breakdown of selected estimates for medium to top for-hire carriers in Canada by weight group. In 2001 the total revenue across all weight groups was $7.9 billion. The largest share of revenue was earned in the 10,000 to 19,999 kilogram weight group ($1.7 billion), followed by 20,000 to 29,999 kilogram weight group ($1.5 billion). An estimated total of 213 million tonnes were transported in 2001. The largest share of 83 million tonnes was transported in the 30,000 to 44,999 kilogram weight group, followed by the 20,000 to 29,999 kilogram weight group with 51 million tonnes. Table 2.18 Canada Medium to Top For-Hire Carriers: Breakdown of Selected Estimates by Weight Group
*Caution is required since these data use weight classes: 2000-4499 kg and 4500-9999 kg**Due to data quality and confidentiality measures this value has been suppressed.
Sources: Statistics Canada, Trucking in Canada, 2001, 53-222, Table 3.14: Domestic For-hire Trucking, 2001: Selected Estimates by Originating Region, by Weight Group, page 64-65.Statistics Canada, Trucking in Canada, 2000, 53-222, Table 3.14: Domestic For-hire Trucking, 2000: Selected Estimates by Originating Region, by Weight Group, page 64-65.Statistics Canada, Trucking in Canada, 1999, 53-222, Table 3.14 Domestic For-hire Trucking, 1998: Selected Estimates by Originating Region, by Weight Group, page 60-61.Statistics Canada, Trucking in Canada, 53-222: 3.15 (1998); 3.14 (1997); 3.14 (1996); 3.16 (1995); 4.17 (1994); 3.17 (1993); 4.19 (1992); 4.15 (1991); 4.15 (1990); 4.16 (1989); 4.16 (1988); 4.19 (1987); 3.20 (1986).
In the second part of Table 2.18 it can be seen that 87.5 billion tonne-km were travelled in 2001, mostly by the 20,000-29,999 kg group with 23.9 billion tonne-km and followed closely by the 30,000-44,999 kg group with 23.7 billion tonne-km. These two groups constitute 54 percent of the total quantity of tonne-km travelled in Canada. It is not surprising to note that the largest number of shipments were in the two smallest weight categories. 100-999 kg shipments were most common with 9.9 million shipments in 2001 followed by under 100 kg shipments of which there were 6.9 million. These two groups reflect 57 percent of all shipments in Canada. It is only in these two categories where such dominance occurs.
47
Figure 2.15 shows the tonne-km estimates per weight group for medium to top for-hire Canadian carriers.
Figure 2.15 Canada Medium to Top For-Hire Carriers: Tonne-km per Weight Group
0
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1986
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*
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*
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e-km
s ('0
00 0
00)
up to 100 kg
100-999 kg
1000-1999 kg
2000-4999 kg
5000-9999 kg
10000-19999 kg
20000-29999 kg
30000-44999 kg
45000-64999 kg
65000 kg andover
*Caution is required since these data use weight classes 2000-4499 kg and 4500-9999 kg. The weight groups with the highest tonne-km estimates are either 20,000 to 29,999 kg or 30,000 to 44,999 kg over the entire period of review. Only in 1989 did the 10,000 to 19,999 kg weight group manage to surpass the 30,000 to 44,999 kg category for second place behind the 20,000 to 29,999 kg weight group. These three weight groups comprise the bulk of tonne-km for medium to top for-hire carriers in Canada. Following significant declines in the tonne-km estimates of the late 1980’s and early 1990’s, recovery growth continued for most of the decade. In 2001, 2.8 billion tonne-km (3 %) more were transported than the previous year. The 20,000 to 29,999 kilogram weight group showed an annual increase in 2001 of 8.3 percent while the 30,000 to 44,999 tonne-km weight group grew by 4.2 percent.
48
Table 2.19 contains information on equipment operated in Manitoba and Canada. Manitoba information refers to small for-hire carriers and owner operators. Canada information refers only to private carriers. If this table is compared to its prior version in the July 2001 publication of Transportation Trends in Manitoba, you will notice that data for prior years has changed significantly. Upon updating this table, incorrect data in prior years was found and has been corrected. Table 2.19 Manitoba For-Hire and Owner Operator and Canadian Private Carriers: Equipment Operated
Note: **Semi trailer only starting in 1994.***Statistics Canada has not collected data for private carriers since 1998 due to a poor reponse rate and inaccuracies.
Sources: Contact with Statistics Canada.Statistics Canada, Surface and Marine Transport, 50-002: Vol.18, No.1, Table 7: Motor Carriers of Freight, 1999: Equipment Operated by Province Territory of Domicile, Small For-hire Carriers, page 17.Statistics Canada, Surface and Marine Transport, 50-002: Vol.18, No.2, Table 5: Motor Carriers of Freight, 1999: Equipment Operated by Province Territory of Domicile, Owner Operators, page 18.Statistics Canada, Surface and Marine Transport, 50-002: Vol.17, No.1, Table 11: Motor Carriers of Freight, 1998: Equipment Operated by Province Territory of Domicile, Owner Operators, page 21.Statistics Canada, Surface and Marine Transport, 50-002: Vol.16, No.1, Table 14 (1997).Statistics Canada, Surface and Marine Transport, 50-002: Vol.15, No.1, Table 14 (1996).Statistics Canada, Surface and Marine Transport, 50-002: Vol.13, No.6, Tables 1, 13 (1995).Statistics Canada, Trucking in Canada, 53-222: 4.3 (1998); 4.4 (1995-97); 3.11 (1994); 2.7 (1990-93); 2.29 (1989); 2.19 (1988-1986).
Total EquipmentSemi-trailers and Full Trailers**Straight Trucks Road Tractors Other Equipment
In 1998 Canadian private carriers operated 25,203 total units of equipment. Straight trucks comprised 6,584, road tractors 4,903, semi-trailers and full-trailers 12,244 and other equipment 1,472 units. A long term declining trend is observed in the number of units of all equipment types used by Canadian private carriers. Figure 2.16 depicts equipment operated by Manitoba small for-hire carriers and owner operators.
49
Figure 2.16 Equipment Operated: Manitoba Small For-hire and Owner Operator
0
1000
2000
3000
4000
5000
6000
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8000
1990 1991 1992 1993 1994 1995 1996 1997 1998 1999
Year
Num
ber o
r un
its Semi-trailers and Full Trailers**Road TractorsStraight TrucksOther Equipment
**Semi-trailers only starting in 1994. Table 2.20 shows commercial registered vehicles in Manitoba. Table 2.20 Manitoba Registered Commercial Vehicles
Note: **Public service vehicle.***U-drive car included with passenger car and U-drive truck included with truck, effective 1993.****Includes semi-trailers.
Sources: Driver and Vehicle Licensing, Manitoba Transport and Government Services, Annual Statistical Reports, 1986-1999.Manitoba Transportation and Government Services, Driver and Vehicle Licencing.
Truck Definition: A Commercial Truck is a truck (or trailer) used to transport the registered
owner's (or lessee's) own business goods:
a. Beyond a radius of 20 kilometres of the City of Winnipeg, where the registered owner's business address is in the City of Winnipeg,
50
b. Beyond a radius of a city, town or village other than the City of Winnipeg, where the registered owner's address is not in the City of Winnipeg.
Figure 2.17 depicts total registered vehicles in Manitoba. It is evident that the bulk of vehicles are registered for non-commercial use. Commercial registered vehicles increased for the period under review.
Figure 2.17 Manitoba Registered Vehicles
0
100000200000
300000400000
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1986
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2002
Year
Num
ber o
f uni
ts
CommercialVehicles
Non-commercialVehicles
Figure 2.18 charts commercial registered vehicles in Manitoba.
Over the period of review total commercial vehicles before cancellations increased in most years, except for a significant drop in 2000. This increase was primarily due to increased numbers of commercial trailers from 3,858 in 1996 to its peak in 1997 at 32,263 and eventually reached 34,017 in 2001. This represents an increase of 729 percent. In 2001 commercial trailers made up the largest share of total commercial vehicles of 60,516 at a proportion of 56 percent. The overall increase from 1986 to 2002 in total registered commercial vehicles in Manitoba after cancellations was 21,661 units or 56 percent. Table 2.21 shows surface type on Manitoba provincial trunk highways. Table 2.21 Manitoba Provincial Trunk Highways: Kilometers by Surface Type, January 2001
Route Concrete Bituminous Road Mix A.S.T. Gravel Total
N.A. = not available.Note: For longer PTHs, endpoints and a median were chosen; otherwise, representative points were chosen.
AADT = annual average daily traffic which is an estimate of typical daily traffic for all days of the week over a one-year period.
PTH = provincial trunk highway.
PR = provincial roadway.
* Indicates a combined north/south or east/west count.
Sources: Manitoba Transportation and Government Services, Manitoba Highway Traffic Information System.
2000 2001 2002
2000 2001 2002
1989 1992 1995 19991998
1989 1992 1995 19991998
The percentage of truck traffic is not always available for the specific year being reported. Consequently, truck traffic on these routes for the most recent available year is reported as at the time of data collection. Only if no estimate is available for truck traffic in any year of a specific route is data being reported as ‘not available’. This is done to simplify reading of data in Table 2.22 for cursory examination. Hence, the truck traffic percentage for any route and year should be considered with caution and verified from the original source for the actual year of occurrence before final conclusions are based thereupon.
57
Below follows some possible inferences on highway truck volumes from data in Table 2.22 under the assumptions discussed above. The highest share of truck traffic as a percentage of total traffic is provincial trunk highway 75 station number 716C (route 14) where 33 percent trucks were counted. At an annual average daily traffic (AADT) of 1,520 in 2001 this suggests 502 trucks on average per day. Provincial trunk highway 41, station number 25C (route 1), counted 30 percent trucks at an AADT of 2,610 in 2002, which suggests 783 trucks on average per day. This demonstrates that some routes have lower percentages of truck traffic due to the diluting effect of non-truck traffic, but higher absolute truck volumes. Provincial trunk highway 100, station number 47C (route 1), counted 20,500 AADT in 2002. A truck percentage of 5.3 percent suggests 1,087 trucks on average per day. The highest average number of trucks per day is on provincial truck highway 9 station number 676C, where in 2002 there was 19,980 AADT. A truck percentage of 12.5 suggests 2,498 trucks per day.
58
3. RAILWAY TRANSPORTATION This chapter reports on the statistics for rail transportation. In previous years, the primary source for information regarding railway operations was the Statistics Canada publication Rail in Canada. The content of this publication has been significantly reduced and no recent data for our purposes could be found. Therefore, the content of this chapter is significantly different than the previous publication. Chapter 3 Summary Table The following information is a compilation of the most significant data that can be found in the following chapter.
10 For additional information on this, see Table 3.1 of the following chapter. 11 For additional information on this, see Table 3.2 of the following chapter. 12 For additional information on this, see Table 3.2 of the following chapter. 13 For additional information on this, see Table 3.3 of the following chapter. 14 For additional information on this, see Table 3.3 of the following chapter. 15 For additional information on this, see Table 3.4 of the following chapter. 16 For additional information on this, see Table 3.4 of the following chapter.
59
Table 3.1 and Figure 3.1 show the Canadian railway transport and related services GDP (at factor cost, using 1992 prices). The lowest point in the data set is 1982 with $2.5 billion. After several peaks and drops, the data set ends at the peak of the review period in 2000 with $4.9 billion. The 2000 GDP is 43 percent higher than the 1980 figure (beginning of review period) and 94 percent higher than the 1982 lowest point. Table 3.1 GDP of Canadian Railway Transport (and related services) Industry ($'000 000)
Sources: University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), GDP Factor Cost, Annually, 1992 Prices / Railway Transport & Related Service Industries, CANSIM Label I53234, Matrix 04677.
60
Figure 3.1 GDP of Canadian Railway Transport Industry
0
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6000
1980
1982
1984
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Year
GD
P ($
'000
000
)
GDP*
61
Table 3.2 shows employment in Manitoba and Canada rail transport related services and Canadian railway employment and compensation. Note that the information on the left side is retrieved from CANSIM (Canadian Socio-economic Information and Management Database) and applies to Railway and Related Services, while the information on the right of the table is retrieved from the Railway Association of Canada and presumably does not include related services of the railway. This explains the difference in the number of employees figured. The average annual wage per employee has increased 35 percent over these years with a 2001 figure of $62,675. However, the average annual number of Canadian employees has decreased 34 percent in the same period with a 2001 ending figure of $39,511. Total compensation for the industry decreased 11 percent ($2.5 billion in 2001). Table 3.2 Canada and Manitoba Railway and Related Services Number of Employees and Compensation
Note: N.A. = not available; railways on strike in 1995.
*Note that the information on the left is retrieved from CANSIM and applies to Railway and Related Services, while the information on the right of the table is retrieved from the Railway Association of Canada and presumably does not include related services of the railway. This explains the difference in the number of employees figured.
Sources: University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, All Sizes, Man / Railway Transp. & Related Services, CANSIM Label L77016, Matrix 04383.
Statistics Canada, Survey of Employment, Payrolls and Hours (SEPH), 72-002, Table 4 (SIC1980:452)The Railway Association of Canada, Railway Trends 2002, Financial Highlights, Employment, page 20.
Figure 3.2 Manitoba and Canadian Employment in Railway and Related Services
0
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Year
Empl
oym
ent
CanadaManitoba
62
Figure 3.3 Canadian Railway Employment and Compensation
0
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70000
1992 1993 1994 1995 1996 1997 1998 1999 2000 2001
Year
No.
of E
mpl
oyee
s or
Dol
lars
in
Sala
ry
Average No. ofEmployees
Average AnnualSalary per Employee($)
As shown by Figure 3.2, the number of railway and related services employees in Canada (and Manitoba) has decreased significantly since the early eighties. The proportion of Manitoba employees to the total of Canada has decreased. Figure 3.3 shows the average number of employees in Canada and their average annual salary over the period. Table 3.3 shows the movement of goods (in tonnes) from Manitoba to various Canadian destinations (with marine portion integrated) and with a small mention of the U.S. Table 3.3 Railway Freight: Tonnes for Movement of Goods From Manitoba to Province or Territory of Destination*** (with Marine Imports/Exports Integrated)
Destination NFLD PEI* NS NB QUE ONT MAN SASK ALTA# BC NWT** US by Rail TOTAL
Note: Revenue data is not available after 1990.*Represents the Atlantic Region (NFLD, PEI, NS, NB) as of 1992.**Alberta represents NWT.***Class 1 Railways-CN and CP only (does not include Burlington Northern Ltd. traffic)# Includes NWT tonnage.
Sources: Statistics Canada, Rail in Canada, 2000, 52-216, Table 14: Origin and Destination of Commodity Transported by CN and CP, 2000, page 39.Statistics Canada, Rail in Canada, 1999, 52-216, Table 14: Origin and Destination of Commodity Transported by CN and CP, 1999, page 39.Statistics Canada, Rail in Canada, 52-216: Table 6.3 (1993-98).
63
Please note the aggregation of data for some provinces. Shipments east to Ontario are greater in tonnage than to the U.S. The main exports to the Ontario market are inputs for manufacturing, especially vehicle parts, and agricultural goods destined for Europe and South America. Figure 3.4 illustrates the movement of goods from Manitoba to the various destinations. Due to the aggregation of provinces, comparable data amongst the aggregated provinces is available only as of 1992 and is presented as such. Ontario remains the major destination, but has decreased in absolute values. Movement of goods to the US has significantly increased to 3.036 million tonnes in 2000, up from 452,000 tonnes in 1987. In 2000, all destinations (except for Ontario) had an increase in rail freight from Manitoba.
Figure 3.4 Railway Freight: Movement of Goods from Manitoba to Destination
0
1000
20003000
4000
5000
6000
70008000
9000
10000
1992 1993 1994 1995 1996 1997 1998 1999 2000
Year
Tonn
es ('
000)
US by RailBCALTA#SASKMANONTQUEPEI*
64
Table 3.4 shows the movement of goods (in tonnes) from province or territory of origin to Manitoba (with marine portion integrated) and with a small mention of the U.S. Table 3.4 Railway Freight: Tonnes for Movement of Goods From Province or Territory of Origin to Manitoba (with Marine Imports/Exports Integrated)
Origin NFLD PEI* NS NB QUE ONT MAN SASK ALTA# BC NWT** US by Rail Total
*Represents the Atlantic Region (NFLD, PEI, NS, NB).**Alberta represents NWT.# Includes NWT tonnage.
Sources: Statistics Canada, Rail in Canada, 2000, 52-216, Table 14: Origin and Destination of Commodity Transported by CN and CP, 2000, page 39.Statistics Canada, Rail in Canada, 1999, 52-216, Table 14: Origin and Destination of Commodity Transported by CN and CP, 1999, page 39.Statistics Canada, Rail in Canada, 52-216: Table 6.3 (1995-98).
Table 3.5 and Figure 3.5 show the railway freight originating from Manitoba to provincial destinations. As can be seen in this figure, more goods are being shipped to Ontario that to the entire U.S. Table 3.5 Railway Freight Origin and Destination: from Manitoba to Provincial Destinations ('000 tonnes)
MarineDestination ATL QUE ONT MAN SASK ALTA BC US by rail Exports Total
Sources: Statistics Canada, Rail in Canada, 52-216, Table 6.2: Railway Commodity Origin and Destination and Tonnes, 1998, page 90.
65
Figure 3.5 Railway Freight Origin and Destination: Manitoba to Provincial Destinations
0
2000
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1987
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Year
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Ton
nes
ATL
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ONT
MAN
SASK
ALTA
BC
US by rail
Marine
Total
For most of the period under review the largest share of total railway freight from Manitoba to provincial destinations consisted of marine exports. Hence, the trend in total freight closely resembles the marine export trend. Marine exports, however, have been declining and were surpassed in 1994 by Ontario as the major provincial destination of railway freight. By 1998 both Ontario (2.8 million tonnes) and the U.S. by rail category (2.4 million tonnes) had higher shares (36 and 30 percent respectively) than marine exports (1.0 million tonnes or 13.3 percent) of the total railway freight from Manitoba (7.9 million tonnes). Table 3.6 and Figure 3.6 show railway freight from provincial origins to Manitoba. Trade with Alberta has gone from being third from the last on the export side to being the largest importer of lately for Manitoba. As Ontario has lost their market share, Alberta has been the province that has taken over in this respect. Table 3.6 Railway Freight Origin and Destination: from Provincial Origins to Manitoba ('000 tonnes)
MarineOrigin ATL QUE ONT MAN SASK ALTA BC US by rail Imports Total
Sources: Statistics Canada, Rail in Canada, 52-216, Table 6.2: Railway Commodity Origin and Destination and Tonnes, 1998, page 90.
66
Figure 3.6 Railway Freight Origin and Destination: Provincial Origins to Manitoba
0500
100015002000250030003500400045005000
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
Year
'000
Ton
nes
ATL
QUE
ONT
MAN
SASK
ALTA
BC
US by rail
Marine
Total
During the late 1980’s and early 1990’s, total railway freight from provincial origins to Manitoba declined unabatedly. The rest of the decade saw steady annual increase to recover most of the earlier losses. In 1998, 4.4 million tonnes of freight were railed to Manitoba from provincial origins (1987: 4.4 million tonnes). The highest growth rates in latter years were recorded in the U.S. rail category, which grew 147 percent from 1996 (328,000 tonnes) to 1998 (811,000 tonnes). Table 3.7 shows the tonnage of marine exports by rail from Manitoba to Canadian provinces. The two main ports of exit for Manitoban agricultural goods have always been the Port of Vancouver in the west and the Port of Thunder Bay in the east. It is for this reason that B.C. and Ontario ship 95 percent of Manitoban marine exports. Table 3.7 Railway Freight Origin and Destination: Tonnes of Marine Exportsfrom Manitoba to Canadian Provinces ('000 tonnes)
Destination ALT QUE ONT MAN SASK ALTA BC US by rail Total
Sources: Statistics Canada, Rail in Canada, 52-216, Table 6.5: Railway Commodity Origin and Destination and Tonnes for Marine Exports, 1998, page 92.
67
Table 3.8 shows the tonnage of marine imports by rail to Manitoba from Canadian provinces. Table 3.8 Railway Freight Origin and Destination: Tonnes of Marine Importsto Manitoba from Canadian Provinces ('000 tonnes)
Origin ALT QUE ONT MAN SASK ALTA BC US by rail Total
Sources: Statistics Canada, Rail in Canada, 52-216, Table 6.4: Railway Commodity Origin and Destination and Tonnes for Marine Imports, 1998, page 92.
6755497682
68
Table 3.9 shows the southbound movements of goods by rail to U.S. regions of destination from gateway province. The north-central area receives the largest proportion of goods from Manitoba, followed by the southern portion of the U.S. There is a high probability that at least some of these goods are destined for Mexico and are being transshipped through the southern U.S. Table 3.9 Rail Commodity Total Southbound Movements of Goodsto U.S. Region of Destination, from Gateway Province ('000 tonnes)
Canadian U.S. DestinationOrigin North-east North-central South West Total
Sources: Statistics Canada, Rail in Canada, 52-216, Table 7.4: Southbound Movements of Goods to U.S. Region of Destination, by Canadian Gateway, 1998, page 107.
Figure 3.7 shows the southbound movement of goods by rail from gateway province Manitoba to the U.S. The bulk of goods were moved to the north-central U.S. region. In 1998 3.3 million tonnes or 78 percent were moved from Manitoba to the U.S. north-central region from a total of 4.3 million tonnes that were moved to all regions. During the late 1980’s to the mid 1990’s the southbound movement of goods declined. The sharpest reduction occurred in 1994 when 1.2 million tonnes were moved as opposed to 2.8 million tonnes in 1993, a reduction of 57 percent in one year. By 1995 almost all goods moved exclusively to the north-central region of the U.S., accounting for 94 percent of the total.
71
Figure 3.7 Rail Commodity Southbound Movement of Goods to the U.S. from Gateway Province Manitoba
The increased share is also evident from the declining trend to all regions except for the north-central region, which showed an increase in the number of tonnes received from Manitoba. As of the bottom-out of 1995, movement to all regions increased. During 1996, strong growth was reported in the southbound movement of total goods (3.2 million tonnes), notably to the U.S. north-central region (2.8 million tonnes), which accounted for 89 percent of the total. The major sources of this increased trade were a combination of oil-seed meals and wood for construction purposes. The total of goods moved southbound peaked in 1997 at 4.5 million tonnes. The northeast, south and west regions increased their combined share to 22.3 percent of the 1998 total of 4.2 million tonnes, which is 935,000 tonnes.
72
Table 3.10 shows the northbound movement of goods by rail from U.S. regions of origin to gateway province. The western U.S. was the source of the greatest amount of goods for Manitoba, followed by the north-central region. Table 3.10 Rail Commodity Total Northbound Movements of Goods from U.S. Region of Origin, to Gateway Province ('000 tonnes)
CanadianDestination North-east North-central South West Total
Sources: Statistics Canada, Rail in Canada, 52-216, Table 7.1: Northbound Movements of Goods from U.S. Region of Origin, by Canadian Gateway, 1998, page 102.
U.S. Origin
Figure 3.8 depicts the northbound movement of goods by rail from U.S. regions of origin to gateway province Manitoba. The declining trend in total movement of goods during the early 1990’s coincides with a similar trend on the southbound movement of goods (see Figure 3.7). After bottoming-out in 1995, strong growth was experienced in the total northbound movement of goods and reached nearly 1 million tonnes in 1998.
75
Figure 3.8 Rail Commodity Northbound Movement of Goods from U.S. Region of Origin to Gateway Province Manitoba
The relative share of the north-central region declined over the review period, while the share of other regions increased. In 1998 the north-central region represented 28 percent of total goods moved northbound. Goods received from the U.S. west region increased in share from 11.8 percent in 1996 to 52 percent in 1998. This is the largest increase in the share of total northbound goods by rail of all regions over this period. This growth is mainly due to increased imports of bituminous coal from the north-western U.S. In 1998 the U.S. south and northeast regions respectively had an 19.9 and 1.43 percentage share of the total.
76
Table 3.11 shows the southbound movement by rail of major commodities in terms of tonnage from Manitoba to U.S. regions of destination. Wheat and oats are now the dominant commodities being shipped south, but as of 1996, data was being reported for the combined region of Manitoba, Saskatchewan, Alberta, and the Northwest Territories. Oats, vegetable oils, and wood building boards are the three commodities where Manitoba is the major supplier. Table 3.11 Railway Commodity Origin and Destination of the Major Commodities in Terms of Tonnage for the Southbound Movements of Goods from Manitoba to U.S. Regions of Destination
034 Wheat 250762 487021 597820028 Oats 123701 300078 336442 335670370 Vegetable Oils and Fats nes 60351 49602 113515 150928 132842 179536322 Wood building boards, n.e.s. 161920324 Millwork (woodwork) 129130024 Barley 112417 116353136 Oil seed meals 125400 144970334 Newsprint paper 79497 75276 64824 78538 69457 71384 80130450 Refined and Manufactured gases, fuel type 60602 81551 97774 101110 109670 88405 78935308 Lumber 49234 58618 62223286 Common salt, nes 34907 49921418 Fertilizers and fertilizer materials, nes 31973 51638 36879228 Iron and steel scrap 29220 38986394 Metallic salts and proxy salts of inorganic acids, nes 27191342 Wrapping 69646 49134 52552330 Wood pulp 34579200 Vegetable and man-made textile fibre except. cotton 28515 24686Other commodities 257165 273899 283234 167528 222955 401903 482958 610109 694978 683510Total 527398 533766 567870 486356 527181 719833 941462 1549694 1896766 2103426
Table 3.11 Railway Commodity Origin and Destination of the Major Commodities in Terms of Tonnage for the Southbound Movements of Goods from Manitoba to U.S. Regions of Destination (continued)
034 Wheat 24619 49369 160889028 Oats 39 278 64 364370 Vegetable Oils and Fats nes 16372 22142 20927 22233 13624 13434322 Wood building boards, n.e.s. 71324 Millwork (woodwork)024 Barley 1353 189136 Oil seed meals 7737 22334 Newsprint paper 1627 1883 1411 1289 525450 Refined and Manufactured gases, fuel type 490 308 Lumber 1527 2222 1022286 Common salt, nes 418 Fertilizers and fertilizer materials, nes 93228 Iron and steel scrap 4263 394 Metallic salts and proxy salts of inorganic acids, nes 342 Wrapping 318 799 976330 Wood pulp 12658200 Vegetable and man-made textile fibre except. cotton 14060 20340Other commodities 45325 14426 30883 6739 49502 28615 24119 17125 32658 24069Total 61330 41711 45928 24493 51519 52979 46632 73345 95904 198849
Table 3.11 Railway Commodity Origin and Destination of the Major Commodities in Terms of Tonnage for the Southbound Movements of Goods from Manitoba to U.S. Regions of Destination (continued)
034 Wheat 203471 396387 345059028 Oats 292718 335269 334621370 Vegetable Oils and Fats nes 124561 108301 84435322 Wood building boards, n.e.s. 59080324 Millwork (woodwork) 41313024 Barley 97283 116004136 Oil seed meals 61587 23897334 Newsprint paper 51596 34709 34991 34199 36536 23157 27543450 Refined and Manufactured gases, fuel type 60602 81551 97714 101110 109180 88405 76672308 Lumber 32683 39412 38475286 Common salt, nes 17101 15272418 Fertilizers and fertilizer materials, nes 22037 38674 29275228 Iron and steel scrap 24077 27400394 Metallic salts and proxy salts of inorganic acids, nes 4116342 Wrapping 24157 16057 14347330 Wood pulp 19425200 Vegetable and man-made textile fibre except. cotton 12462 4346Other commodities 187038 213289 194541 120888 130878 258667 321811 377575 417278 450991Total 357892 374029 378119 340356 365952 430922 620060 1157195 1414552 1298083
Tonnes
Tonnes
Tonnes
Continued on next page…
77
Table 3.11 Railway Commodity Origin and Destination of the Major Commodities in Terms of Tonnage for the Southbound Movements of Goods from Manitoba to U.S. Regions of Destination (continued)
034 Wheat 22672 41265 91872028 Oats 6508 1109 311370 Vegetable Oils and Fats nes 62645322 Wood building boards, n.e.s. 508324 Millwork (woodwork) 172024 Barley 388136 Oil seed meals 129 1939334 Newsprint paper 10796 7399 4125 3579 8304 6257 6598450 Refined and Manufactured gases, fuel type 2263308 Lumber 14951 16668 22481286 Common salt, nes 17713 34649418 Fertilizers and fertilizer materials, nes 19 90228 Iron and steel scrap 880 11586394 Metallic salts and proxy salts of inorganic acids, nes 23075342 Wrapping 27492 18600 15719330 Wood pulp 2496200 Vegetable and man-made textile fibre except. cotton 1993 Other commodities 15527 29356 39059 33104 35460 57597 94614 73202 99906 130134Total 55827 56235 79112 59826 70391 132940 179026 102899 142452 287409
Table 3.11 Railway Commodity Origin and Destination of the Major Commodities in Terms of Tonnage for the Southbound Movements of Goods from Manitoba to U.S. Regions of Destination (continued)
034 Wheat028 Oats 574 374370 Vegetable Oils and Fats nes 4134 10917 19022322 Wood building boards, n.e.s. 102261324 Millwork (woodwork) 87645024 Barley 13393 160136 Oil seed meals 55947 119112334 Newsprint paper 15478 31285 24297 39471 24617 41970 45464450 Refined and Manufactured gases, fuel type 60 308 Lumber 73 316 245286 Common salt, nes 93 3682418 Fertilizers and fertilizer materials, nes 9917 12871 7514228 Iron and steel scrap 394 Metallic salts and proxy salts of inorganic acids, nes 342 Wrapping 17679 13678 21510330 Wood pulp 200 Vegetable and man-made textile fibre except. cotton Other commodities 9275 16828 18751 6797 7115 57024 42414 142207 145136 78316Total 52349 61791 64711 61681 39319 102992 95744 216255 243858 319085
Numbers on the left hand side are commodity codes.
Sources: Statistics Canada, Rail in Canada, 52-216, Table 7.6: Origin and Destination of the 74 Major Commodities in terms of Tonnage for the Southbound Movements, 1998, page 110.
Tonnes
Tonnes
78
Table 3.12 shows the northbound movement by rail of major commodities in terms of tonnage from U.S. regions of origin to Manitoba. Table 3.12 Railway Commodity Origin and Destination of the Major Commodities in Terms of Tonnage for the Northbound Movements of Goods from U.S. Regions of Origin to Manitoba
Table 3.12 Railway Commodity Origin and Destination of the Major Commodities in Terms of Tonnage for the Northbound Movements of Goods from U.S. Regions of Origin to Manitoba (continued)
238 Bituminous coal296 Paper waste 271418 Fertilizers and fertilizer materials204 Copper ores and concentrates558 Road motor vehicles, n.e.s.516 Portland cement, standard 83228 Iron and steel scrap 58 48 117414 Ammonium phosphates 1627 624 Mixed carload freight 22 165 372 474 794 2104442 Fuel oil 552 Railway rolling stock 2963474 Pipes and tubes, iron and steel 318554 Passenger automobiles and chassis Other commodities 14060 2890 2663 3371 4067 1838 2787 2282 4436 2613 3241 14225Total 45325 2890 2743 3536 7402 2312 3629 4503 4519 2884 3241 14225
Table 3.12 Railway Commodity Origin and Destination of the Major Commodities in Terms of Tonnage for the Northbound Movements of Goods from U.S. Regions of Origin to Manitoba (continued)
238 Bituminous coal296 Paper waste 31507 48598 24275418 Fertilizers and fertilizer materials 181 5890 8494 9039204 Copper ores and concentrates 91100 9539 848 64558 Road motor vehicles, n.e.s. 22083516 Portland cement, standard 26936 23505 28306228 Iron and steel scrap 19015 58418 18861 52278 77486 56023414 Ammonium phosphates 51596 8598 10231 14713 4529 17994 14691 21439 10845 11315624 Mixed carload freight 37062 29976 30333 21285 20596 17347 19940442 Fuel oil 22037 26049552 Railway rolling stock 5677474 Pipes and tubes, iron and steel 8554 Passenger automobiles and chassis 24157 10555 9974Other commodities 48096 52019 67392 74670 44981 60052 59705 80945 85503 126596 78004Total 12462 123506 162609 131307 106161 136238 173426 189534 210007 167259 212842 133465
Tonnes
Tonnes
Tonnes
Continued on next page…
79
Table 3.12 Railway Commodity Origin and Destination of the Major Commodities in Terms of Tonnage for the Northbound Movements of Goods from U.S. Regions of Origin to Manitoba (continued)
238 Bituminous coal296 Paper waste 907 1291 1704418 Fertilizers and fertilizer materials 10350 25764 19889 40899204 Copper ores and concentrates 3455 882558 Road motor vehicles, n.e.s. 1935516 Portland cement, standard228 Iron and steel scrap 36 130 74414 Ammonium phosphates 10796 1769 5703 9112 66245 26831 25376 3961624 Mixed carload freight 8043 7227 7209 4169 7627 7431 6366 442 Fuel oil 19 61552 Railway rolling stock 427474 Pipes and tubes, iron and steel 21465554 Passenger automobiles and chassis 27492 1836 2529Other commodities 18943 19594 20724 28073 23886 15125 20503 18153 16866 26583 33921Total 1993 34153 29350 49398 39192 40625 90205 53761 53953 47498 51218 79341
Table 3.12 Railway Commodity Origin and Destination of the Major Commodities in Terms of Tonnage for the Northbound Movements of Goods from U.S. Regions of Origin to Manitoba (continued)
238 Bituminous coal 223722 474791296 Paper waste 53418 Fertilizers and fertilizer materials 9216 8684 17107 11464204 Copper ores and concentrates 6045 24113 30688 27155558 Road motor vehicles, n.e.s.516 Portland cement, standard228 Iron and steel scrap 642 78 97854414 Ammonium phosphates 15478 9767 5901 8093 90 885 803 4428 10657624 Mixed carload freight 878 718 1455 837 1253 230 232442 Fuel oil 9917 552 Railway rolling stock 474 Pipes and tubes, iron and steel 554 Passenger automobiles and chassis 17679 162 14Other commodities 8325 18078 35734 11517 2219 12969 43144 4789 28267 12680 14185Total 33054 37349 63739 82822 56478 81218 92102 122332 72074 284197 527595
Sources: Statistics Canada, Rail in Canada, 52-216, Table 7.3: Origin and Destination of the 74 Major Commodities in terms of Tonnage for the Northbound Movements, 1998, pages 105-106.
Tonnes
Tonnes
Table 3.11 and 3.12 can no longer be updated, as the classification of commodities has changed. The new classification of commodities is presented in Table 3.13. Table 3.13 shows the top five commodities moving north and south by rail, from and into the United States, to and from Manitoba. Copper ores and concentrates are consistently in the top five rail imports from the United States. Different classifications of fertilizers are also high on the import list. Wheat is one of the greatest exports in recent years, as well as vegetable oils and fats. This table also details the tonnage moving to and from different regions of the United States. Table 3.13 Origin and Destination of Major Commodities Transported for South and North Movements (tonnes)
1999 2000Manitoba ManitobaCommodity North-East Central South West Total Commodity North-East Central South West Total
Sources: Statistics Canada, Rail in Canada 2000, 52-216, Table 17: Origin and Destination of Commodities transported by CN and CP for the Northbound Movements, 2000, page 49.Statistics Canada, Rail in Canada 2000, 52-216, Table 17: Origin and Destination of Commodities transported by CN and CP for the Northbound Movements, 2000, page 49.Statistics Canada, Rail in Canada 1999, 52-216, Table 17: Origin and Destination of Commodities transported by CN and CP for the Northbound Movements, 1999, page 49.Statistics Canada, Rail in Canada 1999, 52-216, Table 19: Origin and Destination of Commodities transported by CN and CP for the Southbound Movements, 1999, page 53.
U.S. Region of Origin
U.S. Region of Destination
U.S. Region of Origin
U.S. Region of Destination
80
Table 3.14 and Figure 3.9 show the Canadian railway operating revenues from 1992 to 2001. Freight revenues have increased 25 percent over the review period to end at $7.2 billion in 2001, but fluctuated up and down within the period. Passenger revenues increased 118 percent, with the most significant gains in 2000 and 2001, and ended with the 2001 data at $346 million. Other revenues increase 21 percent to end at $503 million in 2001. In 2001, freight revenues were 89 percent of total revenues ($8 billion). Total revenues increased 27 percent of the review period. Table 3.14 Canadian Railway Operating Revenue ($'000 000)
*Government funding for passenger services is excluded. Passenger revenue is intercity only.
Sources: The Railway Association of Canada, Railway Trends 2002, Financial Highlights, Operating Income, page 18.
Figure 3.9 Canadian Railway Operating Revenues
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Table 3.15 shows Canadian railway operating expenses and income. Over the review period of 1992 to 2001, transportation expenses increased 17 percent; fuel expenses increased 59 percent; maintenance of equipment expenses changed minimally; maintenance of structures expenses increased 5.3 percent; and administration expenses decreased 14 percent (but experienced a significant rise in 1998). Total operating expenses increased 7 percent over the same period. With the 27 percent increase in operating revenues described by Table 3.14, operating income increased more than seven times the 1992 figure ($176 million) to end at $1.4 billion in 2001. As seen in Figure 3.10, total operating income has increased more than total operating expenses, resulting in greater operating income. Table 3.15 Canadian Railway Operating Expenses and Income ($'000 000)
Maintenance Maintenance Total Total OperatingTransportation Fuel of Equipment of Structures Administrative Operating Expense Operating Revenue Income
Note: Charges for restructuring, relocation and write-down of assets are excluded.
Sources: The Railway Association of Canada, Railway Trends 2002, Financial Highlights, Operating Expenses, page 19.
Figure 3.10 Canadian Railway Operating Revenue, Expenses, and Income
0100020003000400050006000700080009000
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e ($
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82
Table 3.16 and Figure 3.11 show the Canadian railway freight revenue per ton (and tonne). Obviously the per ton and per tonne plot lines have identical slopes. Both have decrease 16 percent over the review period (1992 to 2001). An index applied to these decreased from the 1992 base of 100 to the 2001 figure of 81.40. The consumer price index at this time was increasing steadily with an average annual growth rate of 1.7 percent. Table 3.16 Canadian Rail Freight Revenue ($) per Ton (tonne)
Freight revenue per ton (tonne) is calculated by dividing freight revenue by total tons (tonnes) originated.
Conversion factor: tons (short) to metric tonnes = 0.9072
Sources: The Railway Association of Canada, Railway Trends 2002, Statistical Highlights, Freight revenue ($) per ton (tonne), page 10.
Revenue per
Figure 3.11 Canadian Rail Freight Revenue per Ton (tonne)
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ConsumerPrice Index
83
Table 3.17 shows the fuel consumption consumed in Manitoba by Class 1 railways. Table 3.17 Fuel Consumption: Diesel Oil Consumed in Manitoba by Class I Railways
PassengerRail Transport
Year Canadian Canadian VIA Total*National Pacific Rail
*Includes values for Short Haul Freight Rail Transport and Support Activities to Class 1 Rail Transport.**In 1999 and 2000, there were only two carriers whose predominant source of revenues was from passenger rail.For confidentiality reasons data are shown only for VIA Rail.
Sources: Statistics Canada, Rail in Canada, 2000, 52-216, Table 7: Diesel Oil Consumed by Province or Territory, 2000, page 29.Statistics Canada, Rail in Canada, 1999, 52-216, Table 7: Diesel Oil Consumed by Province or Territory, 1999, page 29.
'000 litres
Mainline Freight Transport
Figure 3.12 indicates the fuel consumed in Manitoba by Class 1 railways. Total consumption declined from 172 million liters in 1989 to 143 million liters in 1998.
84
Figure 3.12 Fuel Consumption: Diesel Oil Consumed in Manitoba by Class I Railways
020000400006000080000
100000120000140000160000180000200000
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
**
2000
**
Year
Litr
es ('
000) VIA Rail
Canadian PacificCanadian National
Table 3.18 shows the Canadian railway fuel consumption. Total fuel consumed by Canadian railways increased 13 percent from 1992 to 2001, reaching a peak in 1997 of 473 million gallons. Revenue per unit of fuel consumed increased 26 percent, with the highest point in the last year of data, 522 revenue ton-miles per gallon of fuel consumed in 2001. And the cost of diesel fuel increased 43 percent over the same period, ending the data set at $1.82 per gallon in 2001. Table 3.18 Canadian Railways Fuel Consumption
Revenue Revenue ton-miles tonne-kilometres
per gallon of per litre ofgallons ('000) litres ('000) fuel consumed fuel consumed per gallon ($) per litre (cents)
Sources: The Railway Association of Canada, Railway Trends 2002, Railway Operations in Canada, Fuel consumed, page 16.
Total fuel consumed Cost of diesel fuel
85
Table 3.19 shows the equipment in use by Canadian railways from 1992 to 2001. The number of freight cars in service decreased 8 percent over the period to end the data set at 102,790 in 2001. The number of locomotives in service decreased 6 percent over the period to end the data set at 3,142 in 2001. Table 3.19 Canadian Railways Equipment in Service
Sources: The Railway Association of Canada, Railway Trends 2002, Railway Operations in Canada, Equipment in service, page 13.
86
Table 3.20 shows the Manitoba and Canadian length of track operated. CN first mainline freight lines in Manitoba have decreased 61 percent in four years (1996 to 2000 review period). CN first mainline freight lines in Canada have decreased 28 percent over the same period. Total Manitoban and Canadian first main track each decreased 7 percent over the period. Total CN mainline freight track in Manitoba decreased 51 percent over the period, compared to 23 percent in Canada. Total Canadian track for short-haul freight increased 49 percent. Total Manitoba track operated decreased 10 percent, compared with the Canadian total track operated decrease of 7 percent. Table 3.20 Manitoba and National Length of Track Operated (km)
Passenger Rail Short-Haul Freight Total Rail Support Activies for TotalFirst Main Track CN CP Transportation (VIA) Rail Transportation Transportation Rail Transportation**
*In 2000 there were only two carriers whose predominant source of revenues was from passenger rail transportation. **Only includes establishments engaged in the operation of railway terminals, bridges, tunnels, and yard switching.For confidentiality resons data are shown only for VIA Rail.
Sources: Statistics Canada, Rail in Canada 2000, 52-216, Table 5: Length of Track Operated, by Area, at December 31, 2000, page 27.Statistics Canada, Rail in Canada 1999, 52-216, Table 5: Length of Track Operated, by Area, at December 31, 1999, page 27.Statistics Canada, Rail in Canada 1998, 52-216, Table 3.2: Length of Track Operated, by Area, at December 31, 1998, page 41.Statistics Canada, Rail in Canada 1997, 52-216, Table 3.2: Length of Track Operated, by Area, at December 31, 1997, page 45.Statistics Canada, Rail in Canada 1996, 52-216, Table 3.2: Length of Track Operated, by Area, at December 31, 1996, page 43.
Mainline Freight Transportation
Mainline Freight Transportation
87
Table 3.21 details the Canadian railway taxes by jurisdiction. In 2000, Manitoba’s total railway taxes were $36 million. In 2001, they totaled $36.5 million. In comparison, Saskatchewan railway taxes in 2000 totaled $51.8million. Saskatchewan railway taxes in 2001 totaled $56.4 million. For Manitoba, property tax is the largest proportion of railway taxes in recent years (24 percent in 2001). In Saskatchewan, locomotive fuel and excise tax is the largest proportion (53 percent in 2001). Table 3.21 Canadian Railway Taxes by Jurisdiction ($'000)
Sources: The Railway Association of Canada, Railway Trends 2002, Financial Highlights, Taxes by jurisdiction, page 25.
Capital tax &customs duties Income tax& excise tax
Locomotive fuelProperty tax Other sales tax
88
4. URBAN AND INTERCITY TRANSPORTATION This chapter analyzes statistics on urban bus, taxicab, school bus, courier, and intercity bus transportation in Manitoba. Data on public transit in the cities of Winnipeg and Brandon is presented. The taxicab industry pertains to the city of Winnipeg. The section on intercity bus transportation is also relevant to the chapter on highway transportation and should be read along with it. Chapter 4 Summary Table The following information is a compilation of the most significant data that can be found in the following chapter.
Urban Year CDN Urban Transport
GDP* ($’000 000)17 MB Employment in
Urban Transportation18 Total Passenger Trips on Winnipeg Transit19
N.A. = not available *At factor cost and using 1992 prices. **Manitoba and Saskatchewan are combined.
17 For additional information on this, see Table 4.1 of the following chapter. 18 For additional information on this, see Table 4.3 of the following chapter. 19 For additional information on this, see Table 4.5 of the following chapter. 20 For additional information on this, see Table 4.22 of the following chapter. 21 For additional information on this, see Table 4.23 of the following chapter. 22 For additional information on this, see Table 4.25 of the following chapter. 23 For additional information on this, see Table 4.26 of the following chapter. 24 For additional information on this, see Table 4.26 of the following chapter.
89
4.1 URBAN TRANSPORTATION 4.1.1 Public Transportation Table 4.1 shows Canadian urban transit GDP at factor cost from 1980 to 2000 at 1992 constant prices. Over this period, the high was $3.7 billion in 1981 the low was $2 billion in 1996 (a 44 percent decrease). Since 1996, the Canadian urban transit GDP rebounded slightly to end at $2.4 billion in 2000. Figure 4.1 depicts the movement of the Canadian urban transport GDP. Table 4.1 GDP of Canadian Urban Transport Industry ($'000 000)
Sources: University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), GDP Factor Cost, Annually, 1992 Prices / Urban Transit System Industries, CANSIM Label I53238, Matrix 04677.
90
Figure 4.1 GDP of Canadian Urban Transport Industry
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Table 4.2 shows employment and vehicle data for Winnipeg Transit and Brandon Transit respectively. Table 4.2 Winnipeg and Brandon Urban Transit Employment and Vehicle Data
Note: All transit systems do not always report all data items.Full-time employee data include management personnel.Vehicle numbers include standard, low-floor and community buses."-" means nil or zeroN.A. = not available
Sources: Winnipeg Transit Department; Canadian Urban Transit Association (CUTA); Canadian Transit Fact Book; Brandon Transit.
*Establishments domiciled in Saskatchewan, Alberta, British Columbia, the Yukon and N.W.T. were combined with establishments domiciled in Manitoba to meet confidentiality requirements.**Manitoba and Sasketchewan combined.***Data entries from 1986-1991 inclusive are motor bus entry totals. Entries after 1991 are categorized as standard motor bus and low floor motor bus. Note: Some component totals have been rounded up to the nearest thousand."-" means nil or zero; "N.A." = not available.
Sources: Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 4: Operating Revenues and Expenses by Province of Domicile, 2000, pages 41-42.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 5: Employment and Compensation Statistics by Province of Domicile, 2000, page 43.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 6: Energy Statistics by Province of Domicile, 2000, page 44.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 7: Vehicle and Passenger Statistics by Province of Domicile, 2000, page 44.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 8: Capital Expense and Disposal Statistics by Province of Domicile, 2000, page 45.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 7: Operating Revenues and Expenses by Province of Domicile, 1999, pages 18-19.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 8: Employment and Compensation Statistics by Province of Domicile, 1999, page 20.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 9: Energy Statistics by Province of Domicile, 1999, page 21.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 10: Vehicle and Passenger Statistics by Province of Domicile, 1999, page 21.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 11: Capital Expense and Disposal Statistics by Province of Domicile, 1999, page 22.Statistics Canada, Passenger Bus and Urban Transit Statistics, 53-215.
7
Figures 4.2 and 4.3 chart selected urban transit annual statistics for Manitoba.
MB = Manitoba; SK = Saskatchewan Note that as of 1997 statistics for Manitoba and Saskatchewan are combined. In Figure 4.2 total revenues and total operating expenses are shown. Total revenue is a function of total operating revenue and total subsidies. The last year that data for Manitoba was not combined with Saskatchewan was 1996. Total revenue in 1996 was $80.7 million, total operating revenue was $43.3 million and the total subsidies were $37.3 million. Total direct regular passenger services operating costs were $74.0 million and total operating expenses $80.8 million. The lower total operating expense than total direct regular passenger services operating costs suggests possible erroneous data for 1992 and should be viewed with caution. From 1997 to 1999, the Manitoba and Saskatchewan combined data shows a significant increase in total revenues, mirrored by a significant increase in total subsidies.
Tot. Direct RegularPass.Services OperatingCostsTotal Operating Expenses
Total VehicleKilometers:Regularpassenger serviceTotal VehicleKilometers:Total
Total Passengers Carried
Total Capital Expenses
Total Capital Subsidies
MB + SK
MB = Manitoba; SK = Saskatchewan Note that as of 1997 statistics for Manitoba and Saskatchewan are combined. In Figure 4.3 time series data on capital expenses and subsidies as well as selected non-financial variables are added to variables from Figure 4.2 for comparative purposes. Total vehicle kilometres for regular passenger service and total kilometres remained fairly constant over the review period, with total vehicle kilometers for regular passenger service dropping in the last two years of data (with Manitoba and Saskatchewan data combined). Regular passenger service kilometres and total kilometres traveled were both approximated to 27.5 million in 1990, but declined to 25.5 million and 25.8 million kilometres respectively in 1996. Total passengers carried declined from 54.8 million in 1990 to 40.2 million in 1996. A 7.2 percent reduction in regular passenger service kilometres is associated with a 26.6 percent decline in passengers carried over this period. As in Figure 4.2, from 1997 to 1999 the Manitoba and Saskatchewan combined data shows a significant increase in total revenues, mirrored by a significant increase in total subsidies. An improvement in long term cost efficiency is noted from Figure 4.3. In 1996 the ratio of total operating revenue to total direct regular passenger service operating costs (RC) for Manitoba was 59 percent, up from 55 percent in 1990 and 52 percent in 1986 (not shown).
94
Table 4.4 shows urban transit annual statistics for Canada. A less obvious trend is that most public transit systems are replacing their old buses with new low floor models, in order to serve those passengers requiring special service. Table 4.4 Canada Urban Transit Annual Statistics
**Data entries from 1986-1991 inclusive are motor bus entry totals. Entries after 1991 are categorized as standard motor bus and low floor motor bus. Note: Some component totals have been rounded up to the nearest thousand."-" means nil or zeroN.A. = not available
Total Capital Expenses $'000 371280 309205 338435 426528 401818 481010 504490 478084 665232 695025 834046 819404 961264 1147259 943847
Total Capital Subsidies $'000 N.A. N.A. N.A. 455119 387339 485698 468038 488420 413979 450475 494037 641300 858395 1067793 753537
**Data entries from 1986-1991 inclusive are motor bus entry totals. Entries after 1991 are categorized as standard motor bus and low floor motor bus. Note: Some component totals have been rounded up to the nearest thousand."-" means nil or zeroN.A. = not available
Sources: Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 4: Operating Revenues and Expenses by Province of Domicile, 2000, pages 41-42.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 5: Employment and Compensation Statistics by Province of Domicile, 2000, page 43.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 6: Energy Statistics by Province of Domicile, 2000, page 44.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 7: Vehicle and Passenger Statistics by Province of Domicile, 2000, page 44.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 8: Capital Expense and Disposal Statistics by Province of Domicile, 2000, page 45.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 7: Operating Revenues and Expenses by Province of Domicile, 1999, pages 18-19.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 8: Employment and Compensation Statistics by Province of Domicile, 1999, page 20.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 9: Energy Statistics by Province of Domicile, 1999, page 21.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 10: Vehicle and Passenger Statistics by Province of Domicile, 1999, page 21.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 11: Capital Expense and Disposal Statistics by Province of Domicile, 1999, page 22.Statistics Canada, Passenger Bus and Urban Transit Statistics, 53-215.
Figures 4.4 and 4.5 depict urban transit annual statistics for Canada.
Total Vehicle KmsTraveled:Regularpassenger service
Total Vehicle KmsTraveled:Total
Total PassengersCarried
Total Capital Expenses
Total Capital Subsidies
Figure 4.6 shows the improvement in long term cost efficiency. In 2000 the ratio of total operating revenue to total direct regular passenger service operating costs (RC) for Canada was 66 percent, up from 59 percent in 1996, 54 percent in 1990 and 59 percent in 1986 (not shown).
96
Figure 4.6 Manitoba and Canada Urban Transit Annual Statistics: Total Operating Revenue to Total Direct Regular Passenger Service Operating Cost
Table 4.5 shows operating data for Winnipeg Transit System. Revenue vehicle kilometres increased from 25.7 million kilometres in 1986 to a peak of 26.4 million in 1987 and 1988. In 2002, 22.8 million revenue vehicle kilometres were traveled, down 13.8 percent over the period from 1987 (peak) to 2002. Regular service passenger trips have declined significantly over the period under review from 61,366 in 1986 to 37,706 in 2002. Total operating cost in 2002 was $88.3 million. This represents a 0.8 percent increase over the $87.6 million of 2001 and a 38.7 percent increase over the period of review from $63.7 million in 1986. Total revenue in 2002 was $49.9 million, a 0.7 percent decrease over the $50.3 million of 2001. The increase in total revenue for the period of review was 56 percent, up $18 million from the $32.0 million of 1986. Regular service passenger revenue increased $16.3 million or 53.6 percent from $30.5 million in 1986 to $46.8 million in 2002. Table 4.5 Winnipeg Transit System: Operating Data ('000)
Note: All transit systems do not always report all data items.Statistical data has been rounded up to the nearest thousand."N.A." = not available.
Sources: Winnipeg Transit Department Figure 4.7 indicates total operating data for Winnipeg Transit System.
98
Figure 4.7 Winnipeg Transit System: Operating Data (Total)
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These shortfalls in operating costs are supplemented from provincial and municipal sources. The provincial share has remained relatively constant (1986: $15.3 million; 2002: $14.1 million) whereas the municipal share rose 63 percent from 1986 ($15.3 million) to 2002 ($25.0 million). Similarly, net capital costs are supplemented from provincial and municipal sources. Sharp rises in net capital costs are observed from 2000 ($0.59 million) to 2002 ($13.2 million). In 2002 the provincial contribution was $7.4 million and the municipal share $0 million. Figure 4.8 indicates direct operating data and the ratio of direct to total operating costs. Again, net direct operating cost is a function of total direct operating expenses and total operating revenue. In 2002 the ratio of direct to total operating costs was 92.47 percent.
99
Figure 4.8 Winnipeg Transit System: Operating Data (Direct)
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Figure 4.9 shows direct operating data and the ratios of regular passenger fare revenue to total revenue as well as operating revenue to total revenue.
Figure 4.9 Winnipeg Transit System: Operating Data (Direct)
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regular passenger fare revenue and operating revenue respectively were 94 percent and 97 percent of total revenue. Table 4.6 shows Winnipeg Transit performance indicators. As indicated by the first row, Winnipeg Transit’s operating ratio improved over the entire period, moving from 53 percent to a high of 63 percent in 1999. In 2002, this operating ration dropped to 60 percent. The operating cost per passenger ($/passenger) also increased from 0.47 in 1986 to 0.96 in 2002, as their costs increased while their ridership decreased. Also during the seventeen-year time frame of the table, the average fare charged has increased by 150 percent, the perception of which may have been a contributing factor to the decline in transit ridership. Table 4.6 Winnipeg Transit Performance Indicators
Note: All transit systems do not always report all data items; "N.A." = not available.Vehicle Utilization figures are in thousands of kilometers.Capita figures are based on service area population within 400 metres of bus stops.
Sources: Winnipeg Transit Department Figures 4.10 and 4.11 charts selected indicators.
Financial operating performance is indicated by the Revenue/Cost (RC) ratio as defined in Table 4.6 and depicted in Figure 4.10. In 2002 operating revenue covered 60 percent of direct operating expenses. Hence, a 40 percent shortfall on operations existed. A general improving trend in this indicator is observed over the review period, but has been dropping since a peak of 63 percent in 1999. In 1986 operating revenue covered only 53 percent of direct operating expenses. Service utilization is indicated by regular service passengers on both a per capita and per revenue vehicle hour basis. Both of these indicators declined for the greatest part of the review period. Regular service passengers per capita were 104.7 in 1986 and declined to 60.5 in 2002. Regular service passengers per revenue vehicle hours were 44.8 in 1986 and declined to 31.1 in 2002. Higher increases or slower decreases in the ratio of regular service passengers per revenue vehicle hours as opposed to regular service passengers per capita suggests that revenue vehicle hours were more efficiently adjusted than in a simple direct relation with capita/population. This is indicated further in Figure 4.11. Note that the ratio of revenue vehicle hours per capita is equivalent to the ratio of regular service passengers per capita and revenue vehicle hours per regular service passengers. The inverse is also charted for demonstrative purposes.
Regular service passenger revenue is in current dollar values. The upward trend in regular service passenger revenue per revenue vehicle hour and per revenue vehicle kilometre is thus expected. Regular service passenger trips per revenue vehicle kilometre show a declining trend for most of the review period.
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Table 4.7 shows statistics for Winnipeg Handi-Transit. According to the available data, Handi-Transit use increased by 85 percent from 1990 to 1999, from 249,000 passengers to 461,000, while the net cost to do so only increased by approximately 62 percent, from $3.5 million to $5.7 million. This lowered the cost per ride from $14.23 to $12.42 over the decade. Table 4.7 Winnipeg Handi - Transit Statistics
BUS NET COSTYEAR RIDERS HOURS COST REVENUE NET COST PER RIDE
Handi-Transit service is delivered through two means:1) directly by Winnipeg Transit using a fleet of specially designed buses, or2) through a brokerage contract involving the use of ordinary taxicabs
*In 1991, brokerage arrangements carried by Unicity Taxi & First Class Transportation**In 1996, brokerage arrangements carried by Unicity, Duffy's, Handi-Helper & Gullwing***Numbers are from January to June.
Sources: Winnipeg Transit Department
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Table 4.8 shows operating data for the city of Brandon Transit System. Table 4.8 Brandon Transit System - Operating Data
Note: All transit systems do not always report all data items.Note: Statistical data has been rounded up to the nearest thousand.Note: Motor bus vehicle numbers include standard and low floor buses.
Sources: Brandon Transit - Engineering and Operations Department Transportation Services; Canadian Urban Transit Association (CUTA); Canadian Transit Fact Book Table 4.9 shows performance indicators for Brandon Transit. It is difficult to compare the performance indicators between Winnipeg Transit and Brandon Transit due to the large difference in the sizes of the rider base. In every category, due to the fact that Brandon cannot take advantage of any economies of scale, their values are lower than in Winnipeg. To make a comparison as to the availability of these economies, consider that Winnipeg’s population is currently 680,000 and Brandon’s is 42,000, a difference of approximately sixteen times. Table 4.9 Brandon Transit Performance Indicators
Note: All transit systems do not always report all data items; "N.A." = not available.
Sources: Winnipeg Transit Department; Canadian Urban Transit Association (CUTA); Canadian Transit Fact Book.
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Table 4.10 shows public transit metropolitan performance comparisons. According to this table, Winnipeg Transit is operating at one of the highest levels in the country. Their Revenue/Cost ratio is second only to Toronto, their cost effectiveness is fairly ordinary, but they are the most cost efficient of all of the major urban transit services in Canada. Results from the RC ratio and cost efficiency propose that total direct operating expenses are admirable. In order to improve cost effectiveness the only parameter that could be addressed is regular service passenger trips. Table 4.10 Public Transit Metropolitan Performance Comparisons
N.A. = not available*Approximate (target)**Data affected by strike in 2001.
Note: R/C Ratio = Total Operating Revenues / Total Direct Operating ExpensesThe resulting figure indicates what percentage of the transit system's costs are paid for by passenger fares.
Note: Cost Effectiveness = Total Direct Operating Expenses / Regular Service Passenger TripsIndicates the cost per passenger carried.
Note: Cost Efficiency = Total Direct Operating Expense / Total Vehicle HoursRepresents the cost of running the transit system per hour, with no consideration of revenue.Indicates the cost per vehicle hour.
Sources: Vancouver TransLink, Calgary Transit, Edmonton Transit (operating statistics on website ntacts.<http://www.gov.edmonton.ab.ca/transit/about_edmonton_transit/ets_operating_statistics.html>, Winnipeg Transit, Toronto Transit Commission (Annual Report 2002), Ottawa City Transpo (Operating Statistics July 2003), and Societe de transport de Montreal co.
Canadian Urban Transit Association (CUTA); Canadian Transit Fact Book. Figure 4.12 gives a comparison of public transit performance with revenue to cost ratios across metropolitan areas. This data has been increasingly difficult to update in recent years. The RC ratios of Winnipeg and Ottawa are very similar for the initial period under review. As of 1996 Winnipeg improved notably over Ottawa to capture second place after Toronto. In 2002 the RC ratio for Toronto was 0.81 and for Winnipeg 0.60.
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Figure 4.12 Public Transit Metropolitan Performance Comparisons: Revenue/Cost Ratio
Vancouver Calgary Edmonton Winnipeg Toronto Ottawa Montreal Quebec City
Figure 4.13 Public Transit Metropolitan Performance Comparisons: Cost Effectiveness
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Figure 4.13 shows a comparison of cost effectiveness across metropolitan areas. This data has been increasingly difficult to update in recent years. Winnipeg had the lowest total direct operating expenses per regular service passenger from 1990 to 1994. In 2002 it slipped to fourth position (according to available information) at $2.17, trailing Montreal ($1.62), Calgary ($1.89) and Toronto ($2.04). Figure 4.14 shows cost efficiency comparisons across various metropolitan areas. Winnipeg consistently had the lowest total direct operating expense per total vehicle hours for the
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review period. Data for other metropolitan areas has become increasingly difficult to obtain for recent years.
Figure 4.14 Public Transit Metropolitan Performance Comparisons: Cost Efficiency
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In 2002 the total direct operating expense per total vehicle hours for Winnipeg was $61.69. Edmonton followed Winnipeg with a value of $71.95. The highest figure of $103.08 was reported by Montreal. Caution is advised in the interpretation of these data. Most of these cities operate rapid transit systems, such as subways or light rail systems (LRT), which have higher costs, but also higher quality than street buses.
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Table 4.11 shows the fare structure chronology for Winnipeg Transit System. From 1992 to 2001 the all-items Consumer Price Index (CPI) for Manitoba has increased by 21.2 percent (Canada: 16.4 %)25. Fares for all forms of public transportation (intercity, bus and taxi) have increased by 66.4 percent in Manitoba (Canada: 56.1 %)26 and transit fares by 57.9 percent (Canada: 38 %)27. With the use of this very broad estimate, we are seeing that transit fares in Winnipeg are increasing faster than average prices of all items in Manitoba and faster than city bus and subway fares in Canada, but slower than all public transportation elsewhere. Table 4.11 Winnipeg Transit System Fare Structure Chronology
Sources: City of Brandon - Department of Information/Engineering/Transportation Table 4.13 gives metropolitan public transit comparison of adult cash fare statistics. From these tables (4.10 & 4.13) we are seeing that Winnipeg has one of the best current fare structures. Table 4.13 Public Transit Metropolitan Comparisons: Adult Cash Fare Statistics, Selected Cities
N.A. = not available.Figures are in Canadian dollars.
Sources: Vancouver TransLink, Calgary Transit, Edmonton Transit, Winnipeg Transit, Toronto Transit Commission (Annual Report 2002), Ottawa City Transpo (Operating Statistics July 2003), Societe de transport de Montreal, and Reseau de transport de la Capitale (Quebec City) contacts.
Canadian Urban Transit Association (CUTA); Canadian Transit Fact Book. Figure 4.15 shows that adults in Ottawa paid the highest fare of $2.50 in 2002.
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Figure 4.15 Public Transit Metropolitan Comparisons: Adult Cash Fare
Vancouver Calgary Edmonton Winnipeg Toronto Ottawa Montreal Quebec City
Winnipeg and Calgary tied for the lowest 2002 cash fare at $1.75.
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4.1.2 Taxi Industry Table 4.14 shows the number of vehicles operated by the Winnipeg taxi industry. Practically all increases in the number of taxis operating in Winnipeg can be attributed to the two newer companies, Spring/Star and Blueline. Over the last four years of data, the number of vehicles has remained almost constant. Table 4.14 Winnipeg Taxi Industry: Number of Vehicles
Table 4.16 shows taxicab fares for 1996 to 2001. Table 4.16 Winnipeg Taxicab Metered Fares
Standard and Accessible Taxicabs Premium Taxicabs
Drop Charge Distance Change Waiting time Charge Drop Charge
Distance Change
Waiting time Charge
1996 $2.25 $0.10 per 106 metres $0.10 per 17 second $3.60 $0.10 per 106 metres
$0.10 per 17 second
1997 $2.55 $0.10 per 93 metres $0.10 per 15 second $4.10 $0.10 per 93 metres
$0.10 per 15 second
1999 $2.55 $0.10 per 93 metres $0.10 per 15 second
2000 $2.70 $0.10 per 87 metres $0.10 per 14 seconds
2001* $2.95 $0.10 per 88 metres $0.10 per 15 second
*Please note: Effective December 7, 2001, the drop rate for standard/accessible taxicabs increased from $2.70 to $2.95 to cover the cost of mandatory safety shields and in-car security cameras for taxicabs. This $0.25 fare increase will apply until December 2004 when it will be reviewed by the Board
Sources: Manitoba Taxicab Board
There are no longer any Premium Taxicabs in Manitoba.
Table 4.17 gives an overview of taxicab tariff rates across various cities in 2003. Winnipeg ties with Mississauga for the most expensive fare on an 8 kilometre course of $6.25. Table 4.17 Taxicab Tariff Rates: Various Cities Across Canada, 2003
City Drop Safety Distance Amount Wait Amount Baggage Trunk Luggage Additional Cancel Airport Station 3km CourseSurcharge Length Groceries Passengers Wagon
Winnipeg $2.70 $0.25 88 meters $0.10 15 sec. $0.10 no charge no charge no charge no charge no charge no charge no charge $6.25
Halifax $2.50 none 80 meters $0.10 15 sec. $0.10 no charge no charge no charge $0.50 no charge no charge no charge $6.10
Ottawa $2.15 none 113 meters $0.15 23 sec. $0.15 +4 items is $0.25 up to $2.00 $2.00 excluding wheelchair no charge no charge no charge no charge no charge $5.90
Mississuaga $3.00 none 208 meters $0.25 36 sec. $0.25 no charge no charge no charge no charge $2.00 no charge no charge $6.25
Regina $3.00 none 120 meters $0.10 13.5 sec. $0.10 $0.55 $0.30 $3.00 no charge no charge no charge no charge $6.20
Calgary $2.50 none 162 meters $0.20 30 sec. $0.20 no charge no charge no charge no charge no charge $1.75 $6.50 $5.90
Edmonton $2.50 none 90 meters $10 15 sec. $0.10 no charge no charge no charge no charge $2.00 no charge no charge $5.70
Sources: Manitoba Taxicab Board
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4.1.3 School Bus Transport Table 4.18 shows the regular operational expenditures from school bus statistics for Manitoba. According to this table, the cost to transport school children on these buses has increased by 40 percent, when the number of children transported has decreased by almost 13 percent (from 1987 to 2002/03 budget). There seem to be two main reasons for this. Between fuel and the increased cost of maintenance, running the buses has increased the cost per km from $0.96 to $1.38. Also, due to increased concerns with regards to the children’s safety and welfare, increased supervision and training was deemed necessary; the administration costs that have gone from $1.5 million to $3 million partially reflect this. Table 4.18 Manitoba School Bus Statistics: Regular Operational Expenditures
Note:Regular transportation expenditures for 1989 are representative of actual data from January-June
Sources: Finance and Statistics Reports, Manitoba Education and Training. FRAME Report 2002/03 Budget, pages 30, 31, and 35. Retrieved June 25, 2003. <http://www.edu.gov.mb.ca/ks4/finance/facts/2002-03_FRAME_Budget.pdf>Finance and Statistics Reports, Manitoba Education and Training. FRAME Report 2001/02 Budget, pages 30, 31, and 35. Retrieved June 25, 2003. <http://www.edu.gov.mb.ca/ks4/finance/facts/2001-02_FRAME_Budget.pdf>Finance and Statistics Reports, Manitoba Education and Training. FRAME Report 2000/01, pages 29, 30, and 34. Retrieved June 25, 2003. <http://www.edu.gov.mb.ca/ks4/finance/facts/2000-01_FRAME_Actual.pdf>Finance and Statistics Reports, Manitoba Education and Training. FRAME Report 1999/00, pages 30, 31, and 35. Retrieved June 25, 2003. <http://www.edu.gov.mb.ca/ks4/finance/facts/1999-00_FRAME_Actual.pdf>
Table 4.19 shows regular operational expenditures from urban and rural school divisions in Manitoba. This table demonstrates some of the main differences between urban and rural school bus use. Many more students use the buses in rural areas due to the lack of alternative transport and the difficulty of organizing car pools. Costs are proportionally greater in rural areas due to the longer distances that must be traveled by the drivers, but costs per km are lower because of the efficiencies achieved by having more students moving longer distances.
Table 4.19 Manitoba School Bus Regular Operational Expenditures: Urban and Rural Divisions
Urban school divisions refer to school divisions no.1-10 plus division no.12Rural school divisions include Brandon (div.40), Portage La Prairie (div.24), and Lord Selkirk (div.11) Regular transportation expenditures for 1989 are representative of actual data from January-June
Sources: Finance and Statistics Reports, Manitoba Education and Training. FRAME Report 2002/03 Budget, pages 30 and 35. Retrieved June 25, 2003. <http://www.edu.gov.mb.ca/ks4/finance/facts/2002-03_FRAME_Budget.pdf>Finance and Statistics Reports, Manitoba Education and Training. FRAME Report 2001/02 Budget, pages 30 and 35. Retrieved June 25, 2003. <http://www.edu.gov.mb.ca/ks4/finance/facts/2001-02_FRAME_Budget.pdf>Finance and Statistics Reports, Manitoba Education and Training. FRAME Report 2000/01, pages 29 and 34. Retrieved June 25, 2003. <http://www.edu.gov.mb.ca/ks4/finance/facts/2000-01_FRAME_Actual.pdf>Finance and Statistics Reports, Manitoba Education and Training. FRAME Report 1999/00, pages 30 and 35. Retrieved June 25, 2003. <http://www.edu.gov.mb.ca/ks4/finance/facts/1999-00_FRAME_Actual.pdf>
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4.1.4 Courier Transportation Table 4.20 shows the employment in the Manitoba and Canadian courier transportation industry. A rise in Manitoba courier employment in the early 1990’s has since diminished and in 2001, 604 employees in Manitoba were in the industry. Table 4.20 Manitoba and Canadian Courier Employment
Sources: University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, Canada / Couriers, CANSIM Label L170224, Matrix 17000.
University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, Manitoba / Couriers, CANSIM Label L171386, Matrix 17007.
Table 4.21 shows Manitoba and Canadian courier revenues and expenses for 2000 and 2001 (no further historical data is available). Table 4.21 Courier and Local Messengers: Revenues and Expenses ($'000)
Canada Manitoba Canada ManitobaEstimated number of carriers in population 17657 965 18829 1018Total revenues 5000206 x 5323107 xNon-operating revenue 19206 x 6380 xTotal operating revenue 4981000 167100 5316727 191224Revenue from sales of goods and services 4807720 x 5102559 xOther operating revenue 173279 x 214168 xTotal expenses 4643608 x 4983759 xNon-operating expenses 69523 x 52190 xTotal operating expenses 4574085 150068 4931568 176106Salaries, wages, and benefits 1651660 49566 1757841 59240Cost of energy and supplies 320080 12478 340332 12459Rental and leasing expenses 23732 7533 240804 8033Repair and maintenance expenses 232230 9731 181774 6175Property and business taxes 24916 825 25483 861Other purchased services 1621444 55548 18458860 71986Depreciation expense 133713 3748 126717 4746Other operating expenses 356311 10639 412758 12606
x = data unavailable, not applicable, or confidential
Sources: Statistics Canada, Couriers' and local messengers' revenues and expenses, the provinces. Retrieved July 25, 2003. <http://www.statcan.ca/english/Pgdb/trade31a.htm>
2000 2001
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4.2 INTERCITY TRANSPORTATION Table 4.22 contains the GDP of Canadian interurban and rural transport industry at factor cost and using 1992 prices. The steep decline in GDP is evident. Table 4.22 GDP of Canadian Interurban and Rural Transport Industry ($'000 000)
Sources: University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), GDP Factor Cost, Annually, 1992 Prices / Interurban & Rural Transit Systems Industry, CANSIM Label I53239, Matrix 04677.
Table 4.23 shows employment with large interurban and rural bus transportation companies in Canada. Table 4.23 Canadian Interurban and Rural Bus Transportation: Employment, Hours Worked, and Compensation
Note: Large Companies with revenues over $2 mil.Note: Mechanics included with Other in 1994
Sources: Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 2: Employees and their Compensation, 2000, Large Companies, page 39.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 3: Employees and their Compensation, 1999, Large Companies, page 16.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1998, 53-215, Table 3: Employees and their Compensation, 1998, Large Companies, page 18.
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This demonstrates how these companies have kept up with changing trends. There has been increasing consolidation in this industry in the last decade where 77 percent of the workforce has been laid off. Table 4.24 indicates travel to Canada by bus. Over the past decade-and-a-half, the use of intercity buses decreased from its peak in 1986 to a fairly low level in the early 1990s, and then increased again in the later part of the decade. Table 4.24 Travel to Canada by Bus ('000 travelers)
Sources: University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), Int. Trav. Enter/Return to Canada – Cda./U.S. Residents Entering Canada Total, CANSIM Label D145002, Matrix 02661.
University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), Int. Trav. Enter/Return to Canada – Cda./U.S. Residents by Bus Total, CANSIM Label D145013, Matrix 02661.
University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), Int. Trav. Enter/Return to Canada – Cda./Canadian Residents Returning from U.S.A. Total, CANSIM Label D145035, Matrix 02661.
University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), Int. Trav. Enter/Return to Canada – Cda./Canadian Residents Returning by Bus Total, CANSIM Label D145044, Matrix 02661.
USA Residents
Entering Can.
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Entering Can. by Bus
Can. Residents from USA
Can. Residents
from USA by Bus
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Table 4.25 shows travel to Manitoba by bus. With regard to bus travelers from the U.S., the same trend is observed as for the rest of Canada. Manitobans traveling to the U.S. on the other hand has demonstrated large increases as compared to the Canadian average. Table 4.25 Travel to Manitoba by Bus ('000 travelers)
Sources: University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), Int. Trav. Enter/Return to Canada – Man./U.S. Residents Entering Canada Total, CANSIM Label D145471, Matrix 02668.
University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), Int. Trav. Enter/Return to Canada – Man./U.S. Residents Bus Total, CANSIM Label D145482, Matrix 02668.
University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), Int. Trav. Enter/Return to Canada – Man./Total Canadian Residents, CANSIM Label D145503, Matrix 02668.
University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), Int. Trav. Enter/Return to Canada – Man./Canadian Residents Returning by Bus, Total, CANSIM Label D145513, Matrix 02668.
USA Residents
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Figure 4.16 charts the total number of U.S. and Canadian bus travelers to Canada and Manitoba respectively.
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Figure 4.16 Travel to Canada and Manitoba by Bus
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Figure 4.16 shows the number of travelers to Canada on the left y-axis and the number of travelers to Manitoba on the right y-axis. During the late 1980’s all categories of bus travelers to Canada and Manitoba were on an increasing trend, except for the category of U.S. residents to Canada. By the early 1990’s this turned into a downward trend for all categories. The strongest growth of the decade is noted for the category Canadian residents from U.S. to Manitoba. The number of travelers increased from 45,000 in 1991 to 116,000 in 2001, a growth of 158 percent. It peaked in 1994 at 148,000. In the year 2001 a total of 1.22 million Canadian passengers traveled from the U.S. by bus. This designates a decrease for the decade (1991: 1.4 million) of 13 percent, and it is 24 percent lower than the peak of 1.6 million in 1996. The number of U.S. bus travelers to Canada and Manitoba display different trends than those noted above. Even though the number of U.S. passengers to Canada by bus rose 21 percent for the decade from 1.4 million in 1991 to 1.7 million in 2001, it ended 11 percent lower than the 1.9 million travelers for 1986. The category for the number of U.S. travelers to Manitoba is the smallest of all four categories. In the year 2001, 12,900 U.S. passengers entered Manitoba. This is down 22 percent on the decade (1991: 16,500) and 36 percent for the period under review (1986: 20,200). Figure 4.17 depicts U.S. and Canadian bus travelers as a portion of total travelers to Canada and Manitoba. In the late 1990s, American bus travelers as a proportion of all travelers entering Canada decreased, while Canadian bus travelers began to use the service more frequently almost achieving the level of use of fifteen years previous. In Manitoba, similar lows are observed in 1991, but after that point travel begins to increase rapidly. It eventually achieves a level almost triple that of the rest of Canada. This larger than average proportion of bus travelers from Manitoba can in large part be explained by the increased popularity of weekend trips to casinos in North Dakota and Minnesota.
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Figure 4.17 Travel to Canada and Manitoba by Bus
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The share of bus travel to total travelers entering Canada and Manitoba is illustrated in Figure 4.17. The share or proportion line for the category of Canadian bus travelers from U.S. to Manitoba as a percentage of total Canadian travelers from U.S. to Manitoba (i.e. all modes) shows a similar trend to the absolute number of passengers of the same category. This suggests that the increase in this category is largely due to an increase in travelers by bus and not by means of other modes. In fact, the increase from a 2.1 percent share in 1991 to 10.2 percent share in 2001 explains more than the increase in total travelers of this category (385 %). Actual figures from Table 4.25 indicate a decline in the total number of Canadian travelers from the U.S. to Manitoba over this period from 2.2 million in 1991 to 1.14 million in 2001. This explains the larger growth in share of, rather than actual growth in absolute numbers of, Canadian residents traveling by bus to Manitoba. In the category of Canadian travelers from the U.S. to Canada the share by bus increased from 1.7 percent in 1991 to 3.2 percent in 2001. This share increase of 84 percent once again is larger than the growth in absolute numbers of 11 percent and once again is explained along similar lines to the above. Note from Table 4.24 that the total number of Canadian travelers from the U.S. to Canada decreased from 79.4 million in 1991 to 38.4 million in 2001.
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Table 4.26 shows passengers carried, kilometres traveled, and fuel consumed by interurban and rural bus transportation in Canada. It seems by the data on this table that both scheduled passenger travel and distance traveled have decreased by 79 percent and 73 percent, respectively over the period of 1986 to 2000.
Table 4.27 shows operating revenues and expenses for interurban and rural bus transportation in Canada. For the past decade rural bus companies have retained fairly stable operating ratios. This shows that as the market has changed over the period, the companies involved in providing this service have more than adequately kept pace with altering trends. However in 2000, the average Canadian operating ratio in the industry dropped significantly from 91 to 83 percent.
Table 4.26 Canadian Interurban and Rural Bus Transportation: Passengers Carried, Kilometers Traveled, and Fuel Comsumed
Note: Included with school bus service 1992-94, includes urban transport 1986-91Note: Includes subsidiesNote: Excludes benefits
Sources: Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 1: Operating Revenues and Expenses, 2000, page 38.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1999-2000, 53-215, Table 1: Operating Revenues and Expenses, 1999, page 14.Statistics Canada, Passenger Bus and Urban Transit Statistics, 1998, 53-215, Table 1: Operating Revenues and Expenses, 1998, page 16.
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5. AIR TRANSPORTATION This chapter analyzes statistics on the aviation industry in Manitoba. Information is presented on both passenger and cargo transportation. Data is reported for the Winnipeg International Airport and northern Manitoba airports. Data on cargo transportation at Winnipeg International Airport should be viewed with caution. Reported data does not include statistics from the major courier companies. Given the significant volumes carried by these operators, cargo data could at best be viewed as incomplete. This limits the use of cargo data for Winnipeg International Airport. The current estimate is that the published statistics capture less than 15 percent of the shipped weight moving through Winnipeg International. The Winnipeg Airports Authority is in the process of addressing this matter to improve data reliability and usefulness. Chapter 5 Summary Table The following information is a compilation of the most significant data that can be found in the following chapter.
N.A. = not available *At factor cost and using 1992 prices; includes air related services.
28 For additional information on this, see Table 5.1 of the following chapter. 29 For additional information on this, see Table 5.2 of the following chapter. 30 For additional information on this, see Table 5.3 of the following chapter. 31 For additional information on this, see Table 5.4 of the following chapter. 32 For additional information on this, see Table 5.5 of the following chapter.
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Table 5.1 and Figure 5.1 show the annual GDP of the air transport and related services (at factor cost, using 1992 prices). The significant (32 percent) drop from 1990 to 1991 is the most noticeable formation on the graph. Since 1991, the GDP has grown quite stably (with some slight drops in 1993 and 1999) to end at $3.9 billion in 2000, still down from the 1990 peak of $4.2 billion. Table 5.1 GDP of Canadian Air Transport (and related services) Industry ($'000 000)
Sources: University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), GDP Factor Cost, Annually, 1992 Prices / Air Transport & Related Servie Industries, CANSIM Label I53233, Matrix 04677.
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Figure 5.1 GDP of Canadian Air Transport Industry
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Table 5.2 shows the wages and salaries for air transport in Manitoba. In Canada wages in the transportation industry have been increasing by an annual average of 2.1 percent since 1990 (1990: $641.02; 1999: $772.49). In Manitoba, they have only been growing by 1.4 percent (1990: $652.19; 1999: $736.02)33. According to this table, salaries in air transport have been increasing on average by less than two percent when considered at the weekly level, but by over four percent when examined at an hourly level. This suggests that higher wages might have had a moderating effect on employee total income due to fewer total 7hours worked. This notion is examined below. Table 5.2 Manitoba Air Transport Employment and Wages & Salaries (excludes military)
Year Employment Average Weekly Earnings Average Hourly Earnings Yearly Wages &
Note: * Canadian Air Carriers Levels I-IV consolidated in 2000.
Sources: University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), Employment at the End of Year, All Employees, All Sizes, Man./Air Transport, CANSIM Label L77014, Matrix 04383.
University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), Average Weekly Earnings (including overtime) Sal. Emps. All Sizes, Man./Air Transport, CANSIM Label L677653, Matrix 04386.
University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), Average Hourly Earnings (excluding overtime) Hrly. Emps. All Sizes, Man./Air Transport, CANSIM Label L679357, Matrix 04394.
Statistics Canadian, Canadian Civil Aviation, 2000, 51-206, Table 4.2: Salaries and Wages Paid, by Sector, by Province and Territory – Canadian Air Carriers, Levels I-IV, 2000, page 22.Statistics Canadian, Canadian Civil Aviation, 1999, 51-206, Table 4.3: Salaries and Wages Paid, by Sector, by Province and Territory – Canadian Air Carriers, Levels I-V, 1999, page 26.
Please note that all monetary values are reported in current dollars. Figures 5.2 and 5.3 graphically illustrate air transportation employment and wages and salaries in Manitoba.
33 Statistics Canada, Annual Estimates of Employment, Earnings, and Hours, 72F0002XIB, Table 2: Annual estimates of employment, earnings and hour.
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Figure 5.2 Manitoba Air Transport Employment and Wages and Salaries
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Figure 5.3 Manitoba Air Transport Employment and Wages and Salaries
A distinctive change in employment trends is observed in 1994. This is the year that a downward trend bottomed-out at 2,465 employees and thereafter set upon an upward trend. In the year 2000 it had increased by 128 percent to 5,613 employees. Yearly wages and salaries followed a trend similar to that of employment. It is also noticeable that during the period 1994 to 2000 yearly wages and salaries grew by 56 percent.
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Table 5.3 shows passenger movement at Winnipeg International Airport. Information is presented in the major categories of domestic, transborder and international passenger sectors. Each sector is segmented into scheduled carriers and charters. The final column displays total enplaned/ deplaned passengers by service type. Table 5.3 Winnipeg International Airport Passenger Movement ('000)
Transborder Passengers International Passengers Total Passengers
N.A. = not available* Due to the 1995 Open Skies Agreement and the opening of Greyhound Airlines operations
Scheduled carriers include Air Canada, Canadian Airlines International, Athabaska Airways and NorthWest Airlines.Chartered carriers include Canada 3000, Royal Airlines, Air Canada, and Canadian Airlines International.
Source: Winnipeg Airports Authority
Domestic Passengers
Note that domestic data is not available for regional carriers for the years 1999 to 2002. Hence, the number of domestic passengers moved in these years most likely is significantly underestimated. According to available figures and estimates for the year 2002, a total of 2.3 million domestic passengers enplaned/ deplaned at Winnipeg International Airport. Transborder passengers show an overall increasing trend for the 1990’s, with a low of 287,900 in 1991 and a high of 393,500 in 2000. The significance of charters in cross border passenger movement shows a declining trend over the review period. The 1986 total of 77,000 passengers represents a 30 percent share of the cross border market. This dropped to 3.7 percent or 15,900 passengers in 2000 and to zero percent in 2002. The total number of international passengers at Winnipeg International Airport shows an increasing trend for most of the review period, with the exception of a 42 percent drop from 2001 to 2002. In 2002, 46,900 passengers traveled internationally, down from 81,300 in 2001. However, the 2002 figure is still a 50 percent increase over the 1990 figure of 31,300 passengers. In 1990 charters made up 89 percent of international travelers and in 2002 it accounted for 100 percent. Figure 5.4 illustrates passenger movement at Winnipeg International Airport by sector. The 1997 peak of total passenger movement is evident, as is the downward slope since then.
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Figure 5.4 Winnipeg International Airport Passenger Movement by Sector
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Figure 5.5 shows domestic passenger movement at Winnipeg International Airport by service type. In terms of total passengers the predominance of major carriers in scheduled services is reiterated. Since the figure for regional carriers are not available for 1998, values of total enplaned/ deplaned passengers should be viewed with caution. Suffice it to note that the increase in passengers on regional carriers at the expense of scheduled major carriers during the first half of the 1990’s and the period directly preceding, appeared to have been turned around for the latter half of the decade for which data is available.
Figure 5.5 Winnipeg International Airport Passenger Movement by Service Type
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The increase in passenger movement by charters in 1996 and 1997 respectively represents a 185 and 327 percent increase over the preceding high of 200,200 passengers in 1995. This spike is for the greater part attributed to two major developments. The first was the signing of an open skies agreement in 1995. The second was the start-up of Greyhound Airlines that introduced the seamless travel option through a strategic alliance with Greyhound Bus Lines. Regional carriers have been consistently losing ground to the majors, and now seem to be at their lowest passenger level since the beginning of the data. The discontinuation of Greyhound Airlines ended the aberration of charter flights. This traffic was generally picked up by the new scheduled discount airline, WestJet. Table 5.4 shows air cargo movement at Winnipeg International Airport. Information is not considered to be complete since official data collected to date is exclusive of cargo handled by courier services. According to a 1998 report34 where data was provided by the Winnipeg Airports Authority, in 1996 cargo volumes were detailed as follows: loaded weight 54,000 tonnes (53 %), unloaded weight 48,000 tonnes (47 %), the domestic portion was 89 percent of the whole followed by transborder at 6 percent, and other international at 5 percent. Table 5.4 Winnipeg International Airport Tonnage of Air Cargo Movement
Sources: Statistics Canada, Air Carrier Traffic at Canadian Airports, 2000, 51-203, Table 5.2: Tonnage of Cargo Loaded and Unloaded on Major Scheduled Services and Major Charter Services, by Sector, pg. 31.Statistics Canada, Air Carrier Traffic at Canadian Airports, 1999, 51-203, Table 5.2: Tonnage of Cargo Loaded and Unloaded on Major Scheduled Services and Major Charter Services, by Sector, pg. 31.Statistics Canada, Air Carrier Traffic at Canadian Airports, 1998, 51-203, Table 5.2: Tonnage of Cargo Loaded and Unloaded on Major Scheduled Services and Major Charter Services, by Sector, pg. 30.
Winnipeg Airports Authority affirms that recent overall annual totals are 2000: 96,987, 631, 2001: 97,771,499, and 2002: 100,836,550 tonnes.
34 Shurvell, S. and Prentice B.E., “Economic Impact of Winnipeg International Airport”, University of Manitoba Transport Institute, September 1998.
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Table 5.5 shows aircraft movement at the Winnipeg International Airport. Itinerant movements are segmented into domestic, transborder and international sectors35. As of 1996 no segmentation of itinerant movements or military movements are available. Table 5.5 Winnipeg International Airport Aircraft Movement ('000)
Year Local Total MilitaryDomestic Transborder International Total
Figure 5.6 Winnipeg International Airport Aircraft Movements
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35 A local movement is referred to as an aircraft departing or landing at an airport, yet remaining in the same airspace. An itinerant movement encompasses all non-local domestic, transborder, and international aircraft arrivals and departures.
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Figure 5.6 shows aircraft movements at Winnipeg International Airport. Total aircraft movements remained fairly constant throughout the entire review period. The dip experienced from 1991 to 1993 was recovered in 1994. In the year 2002 a total of 156,000 aircraft movements occurred. The period 1993 to 2002 reveals some interesting observations. Decreasing local aircraft movements and increasing itinerant aircraft movements characterize the greater part of this period, except for an apparent reversal in 2002. Itinerant movement increased by 34,100 movements or 33 percent from 1993 to 2001. Local movements decreased by 20,100 or 55 percent. The difference in number of movements represents the net gain in total aircraft movement of 12.2 percent over this period (1993 to 2001). A similar, albeit not necessarily significant, divergent trend is also observed for the period 1987 to 1990 and again 1993. Table 5.6 gives a breakdown of itinerant aircraft movements at the Winnipeg International Airport. Data for recent years is not readily available and limits analysis. Table 5.6 Winnipeg International Airport - Itinerant Aircraft Movements
Air Carriers
YearTotal General Total
Domestic Transborder Other Total Total Regional Total Aviation ItinerantInternational Charters Carriers
N.A. = not availableNote: The sum of Total Major Carriers, Total Charters, and Total Regional Carriers do not necessarily equal the Total Air Carriers.
Sources: Winnipeg Airports Authority
Major Carriers
Nevertheless, at 30,400 (22.5 %) domestic movements in 1999, from a total number of itinerant movements of 135,215, it is evident that domestic movements account for the bulk of movements by major carriers (see Figure 5.7 below). Transborder, charter and regional carrier movements accounted for 4.3, 1.0 and 17.8 percent respectively of total itinerant aircraft movements in 1999. Domestic aircraft movement remained constant for the beginning and ending values of the period 1990 to 1999 with 30,078 and 30,400 movements respectively. Notable is the 67 percent increase in transborder movements over this same period. Figure 5.7 shows itinerant aircraft movements for major carriers at the Winnipeg International Airport. International movements were omitted due to its relative insignificance compared to
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domestic and transborder data. In addition to the predominance of domestic movements and the growth in transborder movements the variability in domestic movements is illustrated.
Figure 5.7 Winnipeg International Airport Itinerant Aircraft Movements: Major Carriers
The lowest number of domestic movements for the period under review is in 1996 at 23,320 and the highest in 1988 at 33,659. This represents a 31 percent decrease over the period where data is available.
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Table 5.7 and Figure 5.8 show passenger movements for northern Manitoba Airports. In 2002 a total of 146,620 passengers were moved at these airports. Throughout the entire review period Island Lake was the busiest airport in terms of passenger movement. In 2002 this airport moved 26,120 passengers, although its highest total for the entire period was 1998, when 45,980 passengers were moved. For the period 1990 to 2002 passenger traffic at Island Lake airport decreased by 12 percent. Table 5.7 Northern Manitoba Airports Passenger Movement ('000)
Year Total Berens River Bloodvein Brochet Cross Lake God's Lake
Narrows God's River* Ilford Island Lake Lac BrochetLittle
*Note: Gods River started reporting in April, 1990.
Sources: Manitoba Transportation and Government Services, Northern Airport Traffic Totals. Passenger Traffic for 2000’s. Retrieved June 25, 2003. <http://www.gov.mb.ca/tgs/namo/airtraffic/traffic2000.html>
During the initial part of the review period Norway House was in an unchallenged second position for highest passenger volume. In 1990 it moved 24,920 passengers, or 84 percent of the first ranked airport. In 2002 this figure dropped to 12,350 passengers or only 47 percent of the first ranked airport. Norway House has lost the second place rank to St. Teresa Point since 2000. Throughout the entire period Northern passenger movements decreased by 9 percent, but there were large fluctuations as can be clearly seen in Figure 5.8. Figure 5.8 shows passenger movements for selected northern Manitoba airports.
The great variability in the total annual movement of passengers is notable from the “Total” line on the figure above.
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Table 5.8 shows total enplaned/ deplaned passenger movements for northern Manitoba Transport Canada airports. Recent data on several of these airports has been classified as confidential and is no longer available. Table 5.8 Transport Canada Northern Airports Passenger Movement - Total Enplaned/Deplaned
Year Brandon Churchill Dauphin Flin Flon Gillam Lynn Lake The Pas Thompson
1986 3620 2860 1400 1490 1780 1760 1570 93301987 37400 28700 900 15800 15700 12900 19000 975001988 19000 34700 1100 17400 14800 11200 21900 1097001989 11300 31600 2500 15000 14500 8300 20000 984001990 8200 31600 4000 13600 15200 5800 19200 951001991 200 22800 2100 13600 11800 3800 15200 905001992 x 19900 3000 15900 9800 2900 14900 954001993 x 16998 x 13649 7070 x 13544 992241994 x 18341 x 11657 6604 x 15817 994671995 x 19617 x 13215 7551 x 17531 1133541996 x 19069 x 13433 x x 20089 1052331997 x 19663 x N.A. x x 17409 1024391998 x 21225 x 12762 x x 16513 911811999 x 22689 x 15244 x x 23317 942942000 x 21302 x 15611 x x 16802 85032
Note: x - confidential
Sources: Statistics Canada, Air Carrier Traffic at Canadian Airports, 2000, 51-203, Table 1.1: Top 100 Airports Ranked by Enplaand Deplaned Passengers, Selected Service, page 11-12.
Statistics Canada, Air Carrier Traffic at Canadian Airports, 1999, 51-203, Table 1.1: Top 100 Airports Ranked by Enplaand Deplaned Passengers, Selected Service, page 11-12.
Statistics Canada Air Carrier Traffic at Canadian Airports, 1998, 51-203, Table 1.1: Top 100 Airports Ranked by Enplaand Deplaned Passengers, Selected Services, page 11-12.
Statistics Canada Air Carrier Traffic at Canadian Airports, 1997, 51-203, Table 1.1: Top 100 Airports Ranked by Enplaand Deplaned Passengers, Selected Services, page 11-12.
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Cargo movements for northern Manitoba airports are depicted in Table 5.9 and Figure 5.9. A total of 9,312.6 tonnes of cargo were moved at these airports during 2002. This, however, is 39 percent lower than the peak in 1997 at 15,264.7 tonnes. Notwithstanding the five-year decline, it ended 2002 at 24 percent higher than 1990. It is unknown how much courier activity exists; therefore these quantities may not reflect 100 percent of the cargo volume being shipped through these towns. Table 5.9 Northern Manitoba Airports Cargo Movement (tonnes)*
Year Total Berens River Bloodvein Brochet Cross Lake God's Lake
NarrowsGod's River* Ilford Island Lake Lac Brochet Little Grand
*Note: Gods River started reporting in April, 1990.
Sources: Manitoba Transportation and Government Services, Northern Airport Traffic Totals. Freight Traffic for 2000’s. Retrieved June 25, 2003. <http://www.gov.mb.ca/tgs/namo/airtraffic/freight2000.html>
As of 1994 Island Lake showed strong growth in cargo movement (until rapid decline after 1998) and distinguished itself as the first ranked airport in cargo movement. The second ranked cargo airport over this period is St Theresa Point. Cargo movements peaked at all of the selected airports in 1997, but only Island Lake continued to grow in 1998. Cargo declined at all of the selected airports in 1999. There were some notable, if small, exceptions: Berens River grew more than twelve-times, from 53.5 in 1998 to a peak of 650.2 tonnes in 2000 (after which there were significant declines into 2002), Pikwitonei grew by 43 percent, from 86.3 to a peak of 123.6 tonnes in 2000, and Tadoule Lake and York Landing grew by just over 22 percent for the same period. These towns offered a very small proportion of the total; therefore their growth is only exceptional by its increase and not its magnitude.
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Figure 5.9 shows the cargo movement for the selected northern Manitoba airports.
The initial growth in total annual cargo movements for the period 1994 to 1997 and the subsequent slump are evident from the total line graph.
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Table 5.10 and Figure 5.10 indicate aircraft movements for northern Manitoba airports. A total of 53,629 aircraft movements occurred in 2000. It is far below the 1988 peak of 68,895 movements. There are several reasons for these fluctuations. In the early 1990s several new airlines began to operate. Bearskin Air, Ministic Air, Calm Air, and Perimeter Aviation. During the later part of the decade Ministic has reduced its number of flights, Perimeter and Bearskin are now operating more often in northern Ontario, and First Air took over one of the smaller carriers, NWT Air. Table 5.10 Northern Manitoba Airports Aircraft Movement*
Year Total Berens River Bloodvein Brochet Cross Lake God Lake Narrows God River* Ilford Island Lake Lac Brochet Little Grand
*Note: Gods River started reporting in April, 1990.
Sources: Manitoba Transportation and Government Services, Northern Airport Traffic Totals. Aircraft Movement for 2000’s. Retrieved June 25, 2003. <http://www.gov.mb.ca/tgs/namo/airtraffic/movement2000.html>
Bearing in mind the prominence of the Norway House and St. Theresa Point airports in passenger and/ or cargo movements, it is not surprising that they should be contesting second and third rankings on aircraft movements. Figure 5.10 depicts aircraft movement for selected northern Manitoba airports.
Sources: Transport Canada, TP-577 Aircraft Movement Statistics, 2000, Table 8: Total Aircraft Movements by Class of Operation, pages 39 and 44. Retrieved June 25, 2003. <http://www.tc.gc.ca/pol/en/Report/TP577/tp577.htm>
Transport Canada, TP-577 Aircraft Movement Statistics, 2000, Table 15: Aircraft Movements by Class and Type of Operation, pages 89-91, 93, and 96. Retrieved June 25, 2003. <http://www.tc.gc.ca/pol/en/Report/TP577/tp577.htm>
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Air passenger movement for Manitoba is depicted in Table 5.12, from 1986 to 2000. Table 5.12 Manitoba Air Passenger Movement
Sources: Statistics Canada, Air Carrier Traffic at Canadian Airports, 2000, 51-203, Table 1.4: Enplaned Plus Deplaned Passengers, by Type of Service, by Province and Territory, page 15.Statistics Canada, Air Carrier Traffic at Canadian Airports, 2000, 51-203, Table 1.5: Enplaned Plus Deplaned Passengers, by Sector, by Province and Territory, page 15.Statistics Canada, Canadian Civil Aviation, 1999, 51-206, Table 6.5: Distribution of Domestic Passengers by Province and Territory, by Fare Group – Canadian Air Carriers, Level I –
Scheduled Services, 1999, page 35.Statistics Canada, Air Carrier Traffic at Canadian Airports, 1999, 51-203, Table 1.4: Enplaned plus Deplaned Passengers, by Type of Service, by Province and Territory, page 15.Statistics Canada, Air Carrier Traffic at Canadian Airports, 1999, 51-203, Table 1.5: Enplaned plus Deplaned Passengers, by Sector, by Province and Territory, page 15.
Domestic Passenger Distribution by Fare Type (%)
In 2000 over 3 million passengers enplaned/ deplaned in Manitoba. Domestic enplaned/ deplaned passengers formed the largest category with 2.6 million passengers or 86 percent share of the total enplaned/ deplaned passengers. Transborder enplaned/ deplaned passengers were 354,052 or 11.7 percent of the total. Both domestic and transborder figures have unsteady growth rates. For domestic, there was significant growth in the mid-nineties, including a 22% increase in 1996. Then in 1998, there was a 15% decrease in the number of domestic enplaned/ deplaned. Transborder passengers show similar fluctuations with significant increases in the early nineties and then several decreases in the late nineties. For both domestic and transborder passengers enplaned/ deplaned, the period 1990 to 2000 resulted in growth for these categories, namely 10% for domestic and 22% for transborder. Other international passengers comprised 70,195 enplaned/ deplaned or 2.3 percent of the total. Growth of international passengers grew significantly in the early nineties, namely 16%, 16%, and 15% in 1992, 1993, and 1994 respectively. This was followed by three years of smaller variation and then major increases of 30% and 24% in 1998 and 1999. Overall growth in international passengers reached 85% from 1990 to 2000. This group has grown slightly faster overall, but has seen even larger year-on-year variations than Domestic or Transborder passengers. They have varied from a low of –14 percent to a high of 30 percent growth. Figure 5.11 shows the annual enplaned/ deplaned air passengers in Manitoba. The predominance of domestic passengers as the leading category for the period under review is illustrated. During the late 1980’s and early 1990’s domestic passengers showed significant declines. The lowest number of domestic passengers occurred in 1991 when 2.05 million passengers enplaned/ deplaned (88 % share of total passengers). Even though the lowest number of domestic passengers occurred in 1991, the lowest share of 84 percent domestic passengers (2.11 million passengers) happened in 1994. As with the components, total passengers enplaned/ deplaned varied significantly over the period, most notably, a 22% increase in 1996 and a 13% decrease in 1998. Total passengers enplaned/ deplaned peaked in 1997 with 3.4 million. Overall growth from 1990 to 2000 was 12%.
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Figure 5.11 Manitoba Air Passenger Movement Enplaned/Deplaned
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Figure 5.12 shows air passenger movement in Manitoba by service type. Despite considerable declines in passenger movements by major scheduled services during the late 1980’s and early 1990’s, it remained the predominant service type throughout the review period. Also noteworthy is that in 1997, passengers moved by way of major charters reached a peak 854,901 or 24.9%. This category soon after dropped significantly (to less than one fifth of the 1997 levels).
Figure 5.12 Manitoba Air Passenger Movement by Service Type
In 2000 domestic passengers accounted for 86 percent of all passengers in Manitoba (see Table 5.12). Over the review period, a significantly greater share of domestic air passengers made use of discounted airfares. In 1999, 85.7 percent of domestic passengers used discounted fares, up from the 76 percent of 1997. Economy class and business class respectively were 9.6 percent and 3.1 percent in 1999, down from 19.0 and 3.4 percent, respectively in 1997. Trends over the review period suggest that discounted airfare was expanding at the expense of business and economy classes.
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Table 5.13 shows air cargo movement for Manitoba. Please note the caveats at the beginning of the chapter on cargo data in Manitoba. Moreover, Statistics Canada acknowledges that these data do not represent the total cargo loaded and unloaded for the following reasons: (i) the regional and local scheduled carriers do not file cargo data on their airport activity survey, (ii) the major scheduled services survey (which does capture cargo data) does not (generally) cover carriers which utilize aircraft under 30,000 kg and, (iii) the major charter survey does not collect data on domestic courier cargo or domestic entity cargo flights. As an example, in 1996 the Winnipeg International Airport alone actually shipped 101,500 tonnes36. According to this figure, real cargo movements are eight times larger than what is captured by Statistics Canada in Table 5.13 for the entire province. Also, local sources claim that Winnipeg is the busiest courier airport in Canada. According to point (iii) above this data is not captured by official data and hence exacerbates the undercount. Table 5.13 Manitoba Air Cargo Movement (tonnes)*
Year Major Scheduled Services Major Charter Services Total
N.A. = not available*Includes major scheduled and charter operations, does not include courier operations
Sources: Statistics Canada, Air Carrier Traffic at Canadian Airports, 2000, 51-203, Table 5.3: Tonnage of Cargo Loaded and Unloaded, by Type of Service, by Province and Territory, page 32.
Statistics Canada, Air Carrier Traffic at Canadian Airports, 1999, 51-203, Table 5.3: Tonnage of Cargo Loaded and Unloaded, by Type of Service, by Province and Territory, page 32.
Statistics Canada, Air Carrier Traffic at Canadian Airports, 1998, 51-203, Table 5.3: Tonnage of Cargo Loaded and Unloaded, by Type of Service, by Province and Territory, page 31.
According to official data a total of 10,473 tonnes of air cargo were moved during 2000. Major scheduled services moved almost 100 percent of these 10,473 tonnes and major charter services moved only 0.9 tonnes. The data suggests a declining trend in air cargo movement. The peak for the period under review was recorded in 1989 when 30,376 tonnes
36 Shurvell, S. and Prentice B.E., “Economic Impact of Winnipeg International Airport”, University of Manitoba Transport Institute, September 1998.
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of air cargo were moved. The significant drop in tonnage of 35 percent in 1994 by major scheduled services coincides with the cessation of all cargo flights by Air Canada at Winnipeg International Airport. Great variability is noted in the air cargo moved by major charter services ranging from a peak of almost 1,238 tonnes in 1999 to a low of 0.9 tonnes in 2000. The magnitude of this data makes trend analysis insignificant, given the inaccuracies of the larger system. Table 5.14 shows Canadian air passenger movement from 1996 to 2000. In 2000, over 86 million passengers enplaned/ deplaned in Canada. Domestic passengers were the largest proportion of this with 52 million or 60 percent in 2000. Transborder passengers were 20.8 million or 24 percent in 2000. And other international passengers were 13.2 million or 15 percent in 2000. From 1996 to 2000, domestic passengers increased 11 percent, transborder passengers increased 22 percent, and international passengers increased 31 percent. Total passengers in Canada increased 16 percent over this period. The domestic passengers category was the only category to decrease (2.4 percent) from 1999 to 2000. Table 5.14 Canadian Air Passenger Movement
Sources: Statistics Canada, Air Carrier Traffic at Canadian Airports, 2000, 51-203, Table 1.4: Enplaned Plus Deplaned Passengers, by Type of Service, by Province and Territory, page 15.Statistics Canada, Air Carrier Traffic at Canadian Airports, 1999, 51-203, Table 1.4: Enplaned Plus Deplaned Passengers, by Type of Service, by Province and Territory, page 15.Statistics Canada, Air Carrier Traffic at Canadian Airports, 1998, 51-203, Table 1.4: Enplaned Plus Deplaned Passengers, by Type of Service, by Province and Territory, page 15.Statistics Canada, Air Carrier Traffic at Canadian Airports, 1997, 51-203, Table 1.4: Enplaned Plus Deplaned Passengers, by Type of Service, by Province and Territory, page 15.Statistics Canada, Air Carrier Traffic at Canadian Airports, 1996, 51-203, Table 1.4: Enplaned Plus Deplaned Passengers, by Type of Service, by Province and Territory, page 16.Statistics Canada, Canadian Civil Aviation, 51-203, Table 6.5: Distribution of Domestic Passengers by Province and Territory, by Fare Group, Canadian Air Carriers, Level I –
Scheduled Service, 1998, page 35.Statistics Canada, Canadian Civil Aviation, 51-203, Table 6.5: Distribution of Domestic Passengers by Province and Territory, by Fare Group, Canadian Air Carriers, Level I –
Scheduled Service, 1997, page 34.Statistics Canada, Canadian Civil Aviation, 51-203, Table 6.5: Distribution of Domestic Passengers by Province and Territory, by Fare Group, Canadian Air Carriers, Level I –
Scheduled Service, 1996, page 35.
Domestic Passenger Distribution by Fare Type (%)
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Table 5.15 shows Canadian air cargo movement from 1996 to 2000. Major scheduled services hold more than 90 percent of cargo movement in each year. From 1999 to 2000, total air cargo movement in Canada dropped 10 percent. Table 5.15 Canadian Air Cargo Movement (tonnes)
Sources: Statistics Canada, Air Carrier Traffic at Canadian Airports, 2000, 51-203, Table 5.3: Tonnage of Cargo Loaded and Unloaded, by Type of Service, by Province and Territory, page 32.
Statistics Canada, Air Carrier Traffic at Canadian Airports, 1999, 51-203, Table 5.3: Tonnage of Cargo Loaded and Unloaded, by Type of Service, by Province and Territory, page 32.
Statistics Canada, Air Carrier Traffic at Canadian Airports, 1998, 51-203, Table 5.3: Tonnage of Cargo Loaded and Unloaded, by Type of Service, by Province and Territory, page 31.
Statistics Canada, Air Carrier Traffic at Canadian Airports, 1997, 51-203, Table 5.3: Tonnage of Cargo Loaded and Unloaded, by Type of Service, by Province and Territory, page 31.
Statistics Canada, Air Carrier Traffic at Canadian Airports, 1996, 51-203, Table 5.3: Tonnage of Cargo Loaded and Unloaded, by Type of Service, by Province and Territory, page 33.
Table 5.16 shows the income statement for Canadian air carriers level IB-IV for Manitoba. Table 5.16 Manitoba Income Statement for Canadian Air Carriers Levels IB-IV ($'000)
Income (loss) before provision for income taxes 2406 1993 1141 7259 1573 3649 345 9574 8755 2647 -11260 -1183 62Provision for income taxes (tax refund) 975 1261 294 1305 70 564 207 1802 1666 525 425 267 -311
Net income (loss) 1431 732 847 5954 1503 3085 137 7772 7088 2121 -11685 -1451 373
Note: *Statistics Canada has altered the classification criteria so that Level V air carriers are those with less that $1 million in revenue, and as such, fewer carriers are included here.
Statistics Canada, Canadian Civil Aviation, 2000, 51-206, Table 3.4: Income Statement by Province of Domicile – Canadian Air Carriers, Levels IB-IV, 2000, page 14.Statistics Canada, Canadian Civil Aviation, 1999, 51-206, Table 3.5: Income Statement by Province of Domicile – Canadian Air Carriers, Levels IB-IV, 1999, page 15.
Sources:
-
The operating ratio of the Manitoba air carriers (operating expenses divided by operating revenues) has been relatively high throughout the 1990’s. After a large operating loss of almost $6 million in 1998, the carriers recovered in 1999 and 2000 and showed earnings. Operating revenues have been on an overall increase since 1988, with an average annual
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growth rate of 5.2 percent. Operating expenses had an average annual growth rate of 5.4% over the same period. Figure 5.14 charts operating statistics for Canadian air carriers levels IB to IV in Manitoba from 1988 to 2000.
Figure 5.14 Manitoba Income Statement for Canadian Air Carriers Levels IB-IV
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Table 5.17 and Figures 5.15 and 5.16 show the passenger and goods revenue for the Canadian air carriers levels I-IV for Manitoba. Table 5.17 Manitoba Passenger and Goods Revenue for Canadian Air Carriers Levels I-IV ($'000)
Year Passenger Revenue Goods Revenue Passenger:Goods
Note: *Statistics Canada has altered the classification criteria so that Level V air carriers are those with less that $1 million in revenue, and as such, fewer carriers are included here.
Sources: Statistics Canada, Canadian Civil Aviation, 2000, 51-206, Table 3.5: Passenger and Goods Revenue, by Sector, by Province and Territory – Canadian Air Carriers, Levels I-IV, 2000, page 17.
Statistics Canada, Canadian Civil Aviation, 1999, 51-206, Table 3.6: Passenger and Goods Revenue, by Sector, by Province and Territory – Canadian Air Carriers, Levels I-IV, 1999, page 18.
Statistics Canada, Canadian Civil Aviation, 1998, 51-206, Table 3.6: Passenger and Goods Revenue, by Sector, by Province and Territory – Canadian Air Carriers, Levels I-IV, 1998, page 18.
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Figure 5.15 Manitoba Passenger and Goods Revenue for Canadian Air Carriers Levels I-IV
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As of 1993 passenger revenue steadily increased over the remainder of the review period. Goods revenue shows large fluctuations over the entire period. The repetitive saw tooth pattern suggests a two-year cycle that may extend to three years depending on the magnitude of the peaks and troughs. Goods revenue was increasing in the last two years of review, that is 1999 to 2000, after three years of declining. It is interesting to note that the ratio of passenger to goods revenue remained below the 1988 level of 8.4 until 1996. In 2000, the passenger to goods ratio reached 13.44. This implies a growing importance for shipping goods compared to passengers. This partially explains the growth of all-cargo carriers because, for the larger carriers, cargo will always remain a secondary concern after passengers. The relationship in earlier years may be obscured by the great fluctuations in goods revenue. Figure 5.16 shows the three-year simple moving average. The objective of moving averages is to smooth short-term fluctuations in order to reveal possible underlying longer-term cycles and/or trends. However, trade offs due to the loss of short-term sensitivity should be noted. Short-term cycles and trends may be concealed or possibly lost.
147
Figure 5.16 Manitoba Passenger and Goods Revenue: Three Year Moving Average
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The bottom out of passenger and goods revenues in 1992 and 1993 mid-point data respectively, should be interpreted along with prevailing economic cycles (see Chapter 1). A clear increasing trend on passenger revenue is demonstrated as of 1993. The growth in importance of goods relative to passengers up until the early 1990’s is evidently shown (bear in mind absolute values are represented by differing scales on the chart). This chart also indicates that the 1996 reduction in goods revenue had much less effect on the three-year average, hence 1996 as the mid-point still managed an average increase caused by the 1995 spike. However, mid-point 1997 registered a strong decline on average following three successive years of decline in 1996, 1997 and 1998. Since 1997, the three-year moving averages have demonstrated an increase. Please bear in mind that this data covers a limited time series. Many more data points are required to adequately investigate the longer-term trends and cycles of these parameters. Also, please refer to the caveats on official cargo data discussed elsewhere in this chapter. Notably, gaps in official cargo data and airport site statistics could alter observed from actual trends. Furthermore, a changing goods composition could further exacerbate existing distortions.
148
Aircraft gasoline sales, fuel tax and fuel price index is shown in Table 5.18. Due to the mobility and flexibility of air service, fuel taxes affect aircraft landings. The marginal users of Manitoba’s airports (of which Winnipeg has 85% of passengers) can choose to land in more airline friendly locations that have reduced aviation fuel taxes. Table 5.18 Aircraft Gasoline Sales, Fuel Tax and Gasoline Price Index
*Net Sales in total for the year.**CPI for gasoline
Sources: University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), Refined Petroleum Product – Net Sales in Canada – Aviation Fuel, CANSIM Label D2546, Matrix 00010.
University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), CPI 1992=100, Gasoline, Manitoba, CANSIM Label PZ207074, Matrix 09964.
Aviation fuel sales declined during periods of economic downturn. This is noticeable during the early 1990’s. In the year 2001, 5.796 million cubic meters of fuel were sold in Canada. Since 1997 the aviation fuel tax in Manitoba has been 3.2 cents per litre.
149
The indirect air transportation tax is depicted in Table 5.19. There has been a 76% increase in total indirect taxes since 1986. Table 5.19 Manitoba Indirect Air Transportation Tax ($'000 000)
Year Indirect Air Transport Tax Total Indirect Tax Percentage
Sources: University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), Indirect Taxes Manitoba / Air Transportation Tax, CANSIM Label D27219, Matrix 09145.
University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), Indirect Taxes Manitoba / Total – Provincial Indirect Taxes, CANSIM Label D27234, Matrix 09145.
150
6. PIPELINES This chapter gives an overview of statistics on pipelines as a mode of transport. Data refers to natural resources of energy, specifically gas and oil. The inaccessibility of production areas by conventional modes of transport often limits options to pipelines only. Furthermore, even when alternatives are available, pipelines remain the preferred mode of transport. This is evident from exports to the U.S. These factors illustrate the importance of pipelines to the regional and ultimately national economies. The development of international demand for renewable natural resources such as water creates potential for expanded trade. Along with these opportunities the demand for transportation of liquids will increase. Since the northern areas of Canada and specifically Manitoba is well endowed with water and also given the inaccessibility of vast areas, pipelines as the mode of transport is of strategic value. It should be noted though that this industry is only in a conceptual phase and subject to many regulatory, environmental impact and social matters. Also, careful consideration is needed of the impact this will have on industries competing for the same resources. In this case aquaculture/fishing, eco-tourism and the hydro energy industries amongst others are implied. Chapter 6 Summary Table The following information is a compilation of the most significant data that can be found in the following chapter.
37 For additional information on this, see Table 6.1 of the following chapter. 38 For additional information on this, see Tables 6.2 and 6.3 of the following chapter. 39 For additional information on this, see Table 6.4 of the following chapter. 40 For additional information on this, see Table 6.10 of the following chapter.
N.A. = not available *At factor cost and using 1992 prices.
41 For additional information on this, see Table 6.15 of the following chapter. 42 For additional information on this, see Tables 6.17 and 6.18 of the following chapter. 43 For additional information on this, see Table 6.19 of the following chapter.
152
6.1 NATURAL GAS PIPELINE INDUSTRY Table 6.1 shows the annual GDP at factor cost for the Canadian natural gas pipeline transport industry. From 1990 to 1994 the GDP experienced significant growth, almost doubling. After 1994 the GDP showed less rapid growth, and in 2000 there was actually a small decline from the previous year. Over the entire review period, the GDP has increased 146 percent to be at $2.8 billion in 2000. Table 6.1 GDP of Canadian Natural Gas Pipeline Transport Industry ($'000 000)
Sources: University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), GDP Factor Cost, Annually, 1992 Prices / Natural Gas Pipeline Transport Industry, CANSIM Label I53244, Matrix 04677.
153
Table 6.2 shows natural gas inflows to Manitoba. As of 1993 gas inflows to Manitoba resulted exclusively from transfers from other provinces. In 2001, 58 billion cubic metres of natural gas were transferred from other provinces to Manitoba, down from the 1999 peak of 70 billion cubic metres. Table 6.2 Manitoba Natural Gas Inflows ('000 cu.m.)
Received Transfers fromYear Production Imports Other Receipts From Storage Other Provinces Total
Sources: Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 2: Receipts and Disposition of Natural Gas Utilities, by Province, 2000 and 2001, page 14.
Table 6.3 and Figure 6.1 show natural gas outflows from Manitoba. Table 6.3 Manitoba Natural Gas Outflows ('000 cu.m.)
Total Delivered Gas Transfers to
Year Sales by Utilities
Direct Sales Exports To Storage Used in System Other Province Total
Sources: Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 2: Receipts and Disposition of Natural Gas Utilities, by Province, 2000 and 2001, page 14.
154
Figure 6.1 Manitoba Natural Gas Outflows
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The larger part of natural gas outflows from Manitoba was attributable to transfers to other provinces, followed by exports. In 2001, 44 billion cubic metres of gas were transferred to other provinces, down from the 1999 peak of 53 billion cubic metres. Also in 2001, 11 billion cubic metres of gas were exported, down from the 1999 peak of 14 billion cubic metres. For 2001, this accounts for more than 95 percent of total outflows. Table 6.4 shows natural gas exports from Manitoba to the USA. In 2001 over 11 billion cubic metres of gas were exported to the USA, down from the 1999 peak of 14 billion cubic metres. The increase in total gas exports to the USA from Manitoba has increased phenomenally from 4.2 billion cubic metres in 1986. Figure 6.2 shows Manitoba’s natural gas exports to the U.S., and clearly shows the majority is distributed through Emerson.
155
Table 6.4 Manitoba Natural Gas Exports to the United States ('000 cu.m)
Sources: Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 3: Exportsto and Imports from the United States, 2001 and 2000, page 16.
Figure 6.2 Manitoba Natural Gas Exports to the U.S.
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156
Tables 6.5 to 6.7 show gas sales by category of service in Manitoba. For each category the number of customers, volume of gas sold, revenue, volume sales per customer and revenue per 10 cubic metres are depicted. Table 6.5 depicts the residential service category. Table 6.5 Manitoba Natural Gas Sales by Category of Service (Residential)
Sources: Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 1: Gas Sales by Category of Service and Province, 2001, page 12.
Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 1: Gas Sales by Category of Service and Province, 2000, page 12.
157
Table 6.6 depicts the commercial service category. Table 6.6 Manitoba Natural Gas Sales by Category of Service (Commercial)
Sources: Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 1: Gas Sales by Category of Service and Province, 2001, page 12.
Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 1: Gas Sales by Category of Service and Province, 2000, page 12.
158
Table 6.7 depicts the industrial category. Table 6.7 Manitoba Natural Gas Sales by Category of Service (Industrial)
Sources: Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 1: Gas Sales by Category of Service and Province, 2001, page 12.
Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 1: Gas Sales by Category of Service and Province, 2000, page 12.
159
Table 6.8 shows the total sales of gas for Manitoba across all service categories. Table 6.8 Manitoba Natural Gas Sales by Category of Service (Total)
Sources: Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 1: Gas Sales by Category of Service and Province, 2001, page 12.Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 1: Gas Sales by Category of Service and Province, 2000, page 12.
Figure 6.3 shows the Manitoba gas sales by category of service. The figure demonstrates that commercial and residential sales are almost of the same proportion and have been subject to the same periods of rise and decline. Also note the decreasing amount of industrial sales since 1986.
Figure 6.3 Manitoba Gas Sales by Category of Service
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160
Figure 6.4 shows Manitoba gas sales revenue by category of service. The categories follow much the same pattern as in Figure 6.3 for the first half of the review period, indicating relatively steady prices. However, the later half of the review period demonstrates large gains in gas revenues, where Figure 6.3 showed fluctuations in sales. This is representative of the significant gas price increases in the latter half of the review period.
Figure 6.4 Manitoba Gas Sales Revenue by Category of Service
0100000200000300000400000500000600000
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Table 6.9 shows the total sales of gas for Canada across all service categories. Table 6.9 Canada Natural Gas Sales by Category of Service (Total)
Sources: Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 1: Gas Sales by Category of Service and Province, 2001, page 12.Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 1: Gas Sales by Category of Service and Province, 2000, page 12.
161
Table 6.10 and Figure 6.5 depict distances of pipelines by use in Manitoba. Note that pipelines are used for transmission and distribution. Gathering is not a pipeline function in Manitoba. Transmission lines increased 50 percent and distribution lines increased 43 percent over the review period (from 1986 to 2001). In 2001, 4,500 kilometres of transmission lines and 6,300 kilometres of distribution lines were in place in Manitoba. Table 6.10 Manitoba Natural Gas Pipelines in Place ('000 Km)
Sources: Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 5: Natural Gas Pipe Line Distance, by Province, as at December 31, 1994-2001, 2001, page 19.
Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 5: Natural Gas Pipe Line Distance, by Province, as at December 31, 1993-2000, 2000, page 19.
162
Figure 6.5 Pipelines in Manitoba
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163
Table 6.11 gives a breakdown of transmission pipelines in Manitoba by outside diameter. Pipelines of 532 millimetres and over diameter make up more than 61 percent of all transmission lines. Table 6.11 Manitoba Natural Gas Pipe Line Distance (in Km) by Size of Pipe, Transmission, All Systems, by Outside Diameter (mm)
Year 0-75 76-150 151-226 227-328 329-531 532 and over Total
Sources: Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 4: Pipe Line Distance by Size of Pipe and Province, as at December 31, 2001, pages 17-18.
Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 4: Pipe Line Distance by Size of Pipe and Province, as at December 31, 2000, pages 17-18.
164
Table 6.12 gives a breakdown of distribution pipelines in Manitoba by outside diameter. Table 6.12 Manitoba Natural Gas Pipe Line Distance (in Km) by Size of Pipe, Distribution, All Systems, by Outside Diameter (mm)
Year 0-75 76-150 151-226 227-328 329-531 532 and over Total
Sources: Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 4: Pipe Line Distance by Size of Pipe and Province, as at December 31, 2000, pages 17-18.
Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 4: Pipe Line Distance by Size of Pipe and Province, as at December 31, 2000, pages 17-18.
Pipelines of diameter up to 75 millimetres make up more than 79 percent of distribution lines. The share of the second largest category of 76 to 150 millimetres diameter is 15 percent.
165
Table 6.13 shows provincial compressor stations operated by gas utilities in the Natural Gas Transport System. Table 6.13 Provincial Compressor Stations Operated by Gas Utilities; Natural Gas Transport Systems (as of December 31)
Sources: Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 6: Compressor Stations Operated by Gas Utilities,by Province, as at December 31, 2001, page 21.
Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Table 6: Compressor Stations Operated by Gas Utilities, by Province, as at December 31, 2000, page 21.
166
Table 6.14 and Figure 6.6 show national revenues, expenses and operating revenues for the natural gas industry in Canada. Table 6.14 Natural Gas Industry: National Revenues, Expenses and Annual Operating Ratios
Sources: Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Text Table 1: Selected Statistics, 2001, page 9.
Statistics Canada, Natural Gas Transportation and Distribution, 57-205, Text Table 1: Selected Statistics, 2000, page 9.
Figure 6.6 Natural Gas Industry: National Revenues, Expenses and Annual Operating Ratios
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167
Revenues increased by 70 percent from $12.5 billion in 1986 to $21.2 billion in 2001. Expenses increased 65 percent from $10.6 billion to $17.5 billion over this same period. The operating ratio shows steady improvement from 1986 (85%) to 1996 (74%). However, it has since been steadily deteriorating and was 83 percent in 2001. In 1997, 1999, 2000 and 2001 this could primarily be attributed to sharper increases in expenses, whereas in 1998 it is the result of a sharper decline in revenue.
168
6.2 OIL PIPELINE INDUSTRY Table 6.15 shows the annual GDP at factor cost for the Canadian crude oil pipeline transport industry. Since 1986 the GDP has fluctuated, but has increased by 28 percent overall to be at $621 million in 2000. Table 6.15 GDP of Canadian Crude Oil Pipeline Transport Industry ($'000 000)
Sources: University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), GDP Factor Cost, Annually, 1992 Prices / Crude Oil Pipeline Transport Industry, CANSIM Label I53245, Matrix 04677.
169
Table 6.16 shows Canadian employment and payroll in the pipeline industry for recent years. Table 6.16 Canadian Employment and Payroll in Oil Pipeline Industry
No. of Employees Salaries ($'000) No. of Employees Salaries ($'000) No. of Employees Salaries ($'000)Working Owners and Partners 0 0 0 33 2090Management 114 13902 114 12929 68 7685
Sources: Statistics Canada, Pipeline Transportation of Crude Oil and Refined Petroleum Products, 2000, 55-201, Table 2: Summary of Pipeline Movements of Crude Oil and Equivalent and Liquefied Petroleum Products, by province, 1999 and 2000, page 12.
Statistics Canada, Pipeline Transportation of Crude Oil and Refined Petroleum Products, 1999, 55-201, Table 2: Summary of Pipeline Movements of Crude Oil and Equivalent and Liquefied Petroleum Products, by province, 1998 and 1999, page 12.
In the entire review period of 1986 to 2000, over 98% of Manitoba oil inflows came from other provinces. Oil from other provinces increased 12 percent over this period.
171
Table 6.18 shows Manitoba oil outflows. Table 6.18 Crude Oil/Pentanes Plus Outflows ('000 cu.m.) for Manitoba
Sources: Statistics Canada, Pipeline Transportation of Crude Oil and Refined Petroleum Products, 2000, 55-201, Table 2: Summary of Pipeline Movements of Crude Oil and Equivalent and Liquefied Petroleum Products, by province, 1999 and 2000, page 12.
Statistics Canada, Pipeline Transportation of Crude Oil and Refined Petroleum Products, 1999, 55-201, Table 2: Summary of Pipeline Movements of Crude Oil and Equivalent and Liquefied Petroleum Products, by province, 1998 and 1999, page 12.
Oil for export has doubled from 1986 to 2000 and oil to other provinces has decreased 44 percent. Total exports of oil from Manitoba have fluctuated, but increased 12 percent overall in the review period.
172
Table 6.19 and Figure 6.7 contain data on the kilometers of Manitoba oil pipelines in place. Table 6.19 Oil Pipeline Industry Infrastructure, Manitoba Pipelines in Place (km)
Year Gathering Trunk Product TotalLines* Lines Lines Lines
*Excludes producers' gathering linesNote: Numbers may not add up due to rounding errors.
Sources: Statistics Canada, Pipeline Transportation of Crude Oil and Refined Petroleum Products, 2000, 55-201, Table 3: Oil Pipeline Distance, by Province and Size of Pipe in Service, as at December 31, 2000, pages 14-15.
Statistics Canada, Pipeline Transportation of Crude Oil and Refined Petroleum Products, 1999, 55-201, Table 3: Oil Pipeline Distance, by Province and Size of Pipe in Service, as at December 31, 1999, pages 14-15.
173
Figure 6.7 Oil Pipeline Industry Infrastructure: Manitoba Pipelines
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The distance of pipelines in place had shown little variation since the late eighties, until 1998 when trunk lines increased almost 10 percent over the next two years and gathering lines jumped 37 percent. In 2000, trunk lines remained close to its peak in the prior year, but gathering lines dropped back to approximately the pre-1999 level. Product lines showed negligible change over the entire period.
174
Table 6.20 shows Manitoba oil pipe size by use and presents more detailed information than Table 6.19. Table 6.20 Manitoba Provincial Detail Cross Section of Provincial Oil Pipe Size (in Km)
1995: Size (mm) Gathering Trunk Product Total Size (mm) Gathering Trunk Product Total
Sources: Statistics Canada, Pipeline Transportation of Crude Oil and Refined Petroleum Products, 2000, 55-201, Table 3: Oil Pipeline Distance, by Province and Size of Pipe in Service, as at December 31, 2000, pages 14-15.
175
Table 6.21 shows the number of pumping stations, pumps and prime movers by province. Table 6.21 Number of Oil Pumping Stations and Prime Movers, Trunk Lines, by Province as at December 31, 2000
Sources: Statistics Canada, Pipeline Transportation of Crude Oil and Refined Petroleum Products, 2000, 55-201, Table 4: Number of Pumping Stations, Prime Movers and Pumps, Trunk Lines, by Province, as at December 31, 2000, page 16.
Statistics Canada, Pipeline Transportation of Crude Oil and Refined Petroleum Products, 1999, 55-201, Table 4: Number of Pumping Stations, Prime Movers and Pumps, Trunk Lines, by Province, as at December 31, 1999, page 16.
Statistics Canada, Pipeline Transportation of Crude Oil and Refined Petroleum Products, 1998, 55-201, Table 4: Number of Pumping Stations, Prime Movers and Pumps, Trunk Lines, by Province, as at December 31, 1998, page 16.
Prime Movers
Pumping StationsStation Control Pumps Prime Movers
Pumping StationsStation Control Pumps
Prime MoversPumping Stations
Station Control Pumps
176
Table 6.22 and Figure 6.8 contain data on the operating results of the Canadian oil pipeline industry. Table 6.22 National Oil Pipeline Industry Operating Results ($'000 000)
Sources: Statistics Canada, Pipeline Transportation of Crude Oil and Refined Petroleum Products, 2000, 55-201, Text Table 1: Selected Statistics, page 9.
177
Figure 6.8 Oil Pipeline Industry Operating Results
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The operating ratio of the Canadian oil pipeline industry has decreased significantly since 1993 (51 percent) to 41 percent in 2001. Figure 6.8 demonstrates the greater increase in revenues than that of expenses.
178
7. TRANSPORTATION EQUIPMENT MANUFACTURING This chapter reports on the statistics for the transportation equipment manufacturing sector in Manitoba. Bus manufacturing is the predominant activity (intercity coaches and transit vehicles), followed by the manufacturing of other vehicle types (such as motorhomes, fire engines, and semi-trailers44. The products are sold across North America. A large amount of the economic activity in the sector is concentrated in the two large bus manufacturers, Motor Coach Industries Ltd., and New Flyer Industries Ltd. The industry is also supported by a diversified infrastructure of suppliers. Chapter 7 Summary Table The following information is a compilation of the most significant data that can be found in the following chapter.
N.A. = not available *At factor cost and using 1992 prices.
44 Manitoba Industry, Trade and Mines, Industry Sector Summaries, Transportation Equipment Manufacturing Sector. Retrieved August 18, 2003. <www.gov.mb.ca/itm/trade/profiles/trans2/> 45 For additional information on this, see Table 7.1 of the following chapter. 46 For additional information on this, see Table 7.2 of the following chapter. 47 For additional information on this, see Table 7.6 of the following chapter.
179
Table 7.1 and Figure 7.1 show the Canadian transportation equipment manufacturing industry GDP (at factor cost) from 1980 to 2000. There have been some downturns, but overall, the GDP has grown 211 percent over the 20 years to end at $26 billion in 2000. Table 7.1 GDP of Canadian Transportation Equipment Manufacturing Industry ($'000 000)
Year GDP*1980 84571981 92601982 85841983 9545 GDP of some Manitoba Transportation Equipment Maufacturing Subsectors**1984 12213 1997 1998 1999 2000 20001 20021985 13002 Motor Vehicle Manufacturing (3361) x x x x x x1986 12731 Motor Vehicle Body and Trailer Manufacturing (3362) 172 209 207.8 176.7 164.4 157.41987 12618 Motor Vehicle Parts Manufacturing (3363) x x x x x x1988 15028 Aerospace Product and Parts Manufacturing (3364) 315.4 331.1 391.1 398.4 317.8 316.41989 15901 Railroad Rolling Stock Manufacturing (3365) x x x x x x1990 14779 Ship and Boat Building (3366) x x x x x x1991 13300 Other Transportation Equipment Manufacturing (3369) x x x x x x1992 136951993 15804 x = confidential1994 17944 **at basic prices, in 1997 constant dollars.1995 194631996 19646 Source: Statistics Canada, Provincial Gross Domestic Product at Basic Price by Industry in Millions of Dollars, 1997 21351 15-203, page 161-2.1998 223441999 256632000 26330
*GDP at factor cost, 1992 prices.
Sources: University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), GDP Factor Cost, Annually, 1992 Prices / Transportation Equipment Industries, CANSIM Label I53156, Matrix 04677.
Figure 7.1 GDP of Canadian Transportation Equipment Manufacturing Industry
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180
Table 7.2 shows the total number of transportation equipment manufacturing employees in Manitoba and Canada. Over the review period (1991 to 2002), Manitoba experienced much greater fluctuations in the sector’s employment growth rate than Canada did. Manitoba fluctuated between a 10 percent loss in 1993 and an 18 percent growth in 1997. Canada saw only fluctuations between a 3.6 percent loss in 2001 and a 6 percent growth in 1998. Note that this table is using different information sources than Table 1.2 of this publication. This data is presented here as it is more recent. Table 1.2 was developed in order to compare employment across several different industries. Table 7.2 All Employees in Manitoba and Canadian Transportation Equipment Manufacturing Industry
Sources: University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, Manitoba / Transportation Equipment Manufacturing, CANSIM Label L171294, Matrix 5548.
University of Toronto, Canadian Socio-economic Information and Management Database (CANSIM), All Employees, Manitoba / Transportation Equipment Manufacturing, CANSIM Label L170089, Matrix 5548.
Table 7.3 lists the 1990 and 1999 industry employment in Canada by manufacturing subsector, including the compound annual growth rate. Railroad rolling stock manufacturing and motor vehicle body and trailer manufacturing showed the most significant growth in employment, with compound annual growth rates of 5 percent and 3.6 percent respectively. Ship and boat building was the only subsector in the review period to experience a negative compound annual growth rate in employment (-2.2 percent). Figure 7.2 shows the distribution of employment by manufacturing subsector in 1999. Table 7.3 Total Canadian Employment by Subsector, 1990 and 1999
CAGR*Industry Group 1990 1999 1990-1999Motor Vehicle Manufacturing (3361) 51153 54785 0.7%Motor Vehicle Body and Trailer Manufacturing (3362) 12764 18142 3.6%Motor Vehicle Parts Manufacturing (3363) 75923 96159 2.4%Aerospace Product and Parts Manufacturing (3364) 45819 46092 0.1%Railroad Rolling Stock Manufacturing (3365) 6981 11409 5.0%Ship and Boat Building (3366) 14251 11375 -2.2%Other Transportation Equipment Manufacturing (3369) 2913 3884 2.9%Transportation Equipment Manufacturing (336) Total 209804 241846 1.4%
Note: Industry group numbers in brackets are NAICS codes.
*Compound Annual Growth Rate
Sources: Industry Canada, Canadian Industry Statistics, Chapter 3 - Employment: Transportation Equipment Manufacturing. Retrieved July 24, 2003. <http://napoleon.ic.gc.ca/canadian_industry_statistics/cis.nsf/idE/cis336empE.html>
No. of Employees
181
Figure 7.2 Transportation Equipment Manufacturing Employment by Subsector, 1999.
22%
8%
39%
19%
5%
5% 2%
Motor Vehicle Manufacturing(3361)Motor Vehicle Body and TrailerManufacturing (3362)Motor Vehicle Parts Manufacturing(3363)Aerospace Product and PartsManufacturing (3364)Railroad Rolling StockManufacturing (3365)Ship and Boat Building (3366)
Other Transportation EquipmentManufacturing (3369)
In manufacturing industries, increased domestic production might bring about an increase in employment. However, this might be offset by improvements in technology that improve labour productivity. Also, changes in contracting out practices or in the purchase of pre-processed components may affect the demand for workers.48 Table 7.4 shows the total Canadian wages paid in the industry (by subsector) and the average annual salaries, including compound annual growth rates. Wages in the motor vehicle manufacturing subsector showed the most significant increase, 4.5 percent over the period (1990 to 1999). The 1999 average salary for motor vehicle manufacturing employees is $65,562, almost double the lowest paying subsector, motor vehicle body and trailer manufacturing at $33,384 per annum. Table 7.4 Total Canadian Wages and Average Salary Paid by Subsector, 1990 and 1999
CAGR* CAGR*Industry Group 1990 1999 1990-1999 1990 1999 1990-1999Motor Vehicle Manufacturing (3361) 2.2 3.6 5.2% 42415 65562 4.5%Motor Vehicle Body and Trailer Manufacturing (3362) 0.4 0.6 5.2% 28611 33384 1.6%Motor Vehicle Parts Manufacturing (3363) 2.5 4.5 5.8% 33547 46649 3.4%Aerospace Product and Parts Manufacturing (3364) 1.8 2.4 3.1% 38480 51802 3.0%Railroad Rolling Stock Manufacturing (3365) 0.3 0.5 7.5% 36890 46571 2.4%Ship and Boat Building (3366) 0.5 0.4 -0.9% 32129 36766 1.4%Other Transportation Equipment Manufacturing (3369) 0.1 0.1 4.7% 27556 32585 1.7%Transportation Equipment Manufacturing (336) Total 7.6 12.1 4.8% 36418 50226 3.3%
Note: Industry group numbers in brackets are NAICS codes.
*Compound Annual Growth Rate
Sources: Industry Canada, Canadian Industry Statistics, Chapter 4 - Salaries and Wages: Transportation Equipment Manufacturing. Retrieved July 24, 2003. <http://napoleon.ic.gc.ca/canadian_industry_statistics/cis.nsf/idE/cis336salE.html>
Value in $billionsTotal Wages Average Annual Salaries
Value in $
48 Industry Canada, Canadian Industry Statistics, Chapter 3: Employment Transportation Equipment Manufacturing. Retrieved August 18, 2003. <http://napoleon.ic.gc.ca/canadian_industry_statistics/cis.nsf/idE/cis336empE.html>
182
Table 7.5 shows the Canadian average annual salary by type of employee (production or administrative) and the compound annual growth rate from 1990 to 1999. Table 7.5 Canadian Average Annual Salary by Type of Employee, 1990 and 1999
Sources: Industry Canada, Canadian Industry Statistics, Chapter 4 - Salaries and Wages: Transportation Equipment Manufacturing. Retrieved July 24, 2003. <http://napoleon.ic.gc.ca/canadian_industry_statistics/cis.nsf/idE/cis336salE.html>
Value in $
Table 7.6 and Figure 7.3 show Manitoba transportation equipment industry trade to the top ten countries. Noticeable is the 27 percent drop in trade to the United States from 1999 to 2002 after a rising trend since 1993. Although in 2002, the United States still held 95 percent of all Manitoba trade in the industry. Trade to the Netherlands fluctuated significantly over the period, with a large peak in 1998 ($15 million) and significant fall into 2000 ($0.9 million), but has since been increasing again ($6 million in 2002). Norway and the United Kingdom also saw peaks and falls throughout the 1990’s. Sweden, the United Kingdom, Australia, and the Netherlands have all seen increases from 2001 to 2002 to make up the top five (with the United States). Table 7.6 Manitoba Transportation Equipment Manufacturing Industry Trade to Top Ten Countries ($'000)
Sources: Industry Canada, Trade Data Online, Canadian Trade by Industry - NAICS Codes (336). Retrieved July 25, 2003. <http://strategis.gc.ca/sc_mrkti/tdst/engdoc/tr_ind.html>
183
Figure 7.3 Manitoba Transportation Equipment Manufacturing Trade to Top Ten Countries
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Table 7.7 and Figure 7.4 show Canada transportation equipment industry trade to the top ten countries. Trade to the United States has dropped slightly over the last few years, but not in the same range that trade with Manitoba has. Trade with Mexico, the United Kingdom, and Denmark have all seen noteworthy decreases in the last two years of the data, with trade to Spain showing the only noticeable increase (over sixteen times the 1998 figure in 2002). Table 7.7 Canadian Transportation Equipment Manufacturing Industry Trade to Top Ten Countries ($'000)
Sources: Industry Canada, Trade Data Online, Canadian Trade by Industry - NAICS Codes (336). Retrieved July 25, 2003. <http://strategis.gc.ca/sc_mrkti/tdst/engdoc/tr_ind.html>
184
Figure 7.4 Canada Transportation Equipment Manufacturing Trade to Top Ten Countries
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Table 7.8 shows the value of manufacturing shipments by subsector in 1990 and 1999, including compound annual growth rate. The largest increases were in railroad rolling stock manufacturing (13.2 percent CAGR) and motor vehicle manufacturing (11.1 percent CAGR). However, motor vehicle manufacturing in 1999 was 61 percent of manufacturing shipments (54 percent in 1990). The ship and boat building subsector had a decrease of 4.8 percent compounded annually over the period in value of manufacturing shipments. Table 7.8 Value of Manufacturing Shipments by Subsector, 1990 and 1999
CAGR*Industry Group 1990 1999 1990-1999Motor Vehicle Manufacturing (3361) 27.1 77.5 11.1%Motor Vehicle Body and Trailer Manufacturing (3362) 1.4 3.5 9.3%Motor Vehicle Parts Manufacturing (3363) 12.7 28.6 8.5%Aerospace Product and Parts Manufacturing (3364) 5.5 11.4 7.5%Railroad Rolling Stock Manufacturing (3365) 1.1 3.9 13.2%Ship and Boat Building (3366) 1.8 1.1 -4.8%Other Transportation Equipment Manufacturing (3369) 0.4 1.1 10.9%Transportation Equipment Manufacturing (336) Total 50.0 127.0 9.8%
Note: Industry group numbers in brackets are NAICS codes.
*Compound Annual Growth Rate
Sources: Industry Canada, Canadian Industry Statistics, Chapter 5 - Production: Transportation Equipment Manufacturing. Retrieved July 24, 2003. <http://napoleon.ic.gc.ca/canadian_industry_statistics/cis.nsf/idE/cis336prdE.html>
Value in $billions
185
The value added is a measure of net output that has been embodied in the value of the product. In contrast to the measure of total shipments, value added provides some insight into the degree of transformation that occurs.49 Table 7.9 shows the value-added component of manufacturing shipments by subsector in 1990 and 1999, including compound annual growth rate. Again, railroad rolling stock and motor vehicle manufacturing experience the greatest increases (in terms of compound annual growth rate of the value-added component of shipments), 16.9 and 16.8 percent respectively. However, here motor vehicle manufacturing holds only 49 percent of the total value-added component of shipments (in contrast to Table 7.5 which shows the subsector with 61 percent of total shipment value). Table 7.8 also shows that between 1990 and 1999, the motor vehicle manufacturing subsector surpassed the motor vehicle parts manufacturing subsector as the leader in value-added shipments. Figure 7.5 shows the distribution of value-added shipments by subsector. Table 7.9 Value of Manufacturing Shipments Value-Added by Subsector, 1990 and 1999
CAGR*Industry Group 1990 1999 1990-1999Motor Vehicle Manufacturing (3361) 4.7 21.9 16.8%Motor Vehicle Body and Trailer Manufacturing (3362) 0.6 1.4 10.0%Motor Vehicle Parts Manufacturing (3363) 5.4 11.9 8.3%Aerospace Product and Parts Manufacturing (3364) 3.2 6.3 7.1%Railroad Rolling Stock Manufacturing (3365) 0.4 1.8 16.9%Ship and Boat Building (3366) 0.7 0.6 -1.5%Other Transportation Equipment Manufacturing (3369) 0.2 0.6 12.8%Transportation Equipment Manufacturing (336) Total 15.0 44.7 11.5%
Note: Industry group numbers in brackets are NAICS codes.
*Compound Annual Growth Rate
Note: In contrast to the measure of total shipments, value added provides some insight into the degree of transformation which occurs within industries.
Sources: Industry Canada, Canadian Industry Statistics, Chapter 5 - Production: Transportation Equipment Manufacturing. Retrieved July 24, 2003. <http://napoleon.ic.gc.ca/canadian_industry_statistics/cis.nsf/idE/cis336prdE.html>
Value in $billions
49 Industry Canada, Canadian Industry Statistics, Chapter 5: Production Transportation Equipment Manufacturing. Retrieved August 18, 2003. <http://napoleon.ic.gc.ca/canadian_industry_statistics/cis.nsf/idE/cis336prdE.html>
186
Figure 7.5 Distribution of Value-Added Shipments of Subsector, 1999
50%
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Motor Vehicle Manufacturing (3361)
Motor Vehicle Body and TrailerManufacturing (3362)
Motor Vehicle Parts Manufacturing(3363)
Aerospace Product and PartsManufacturing (3364)
Railroad Rolling Stock Manufacturing(3365)
Ship and Boat Building (3366)
Other Transportation EquipmentManufacturing (3369)
Table 7.10 and Figure 7.6 shows the total industry output and revenues. The value-added component of shipments has increased 198 percent over the review period (1990 to 1999), whereas manufacturing shipments in total have increased less, namely 154 percent. In another sense, the value added component of shipments has increased from 30 percent in 1990 to 35 percent in 1999. Total revenues increased 112 percent over the period. Table 7.10 Canadian Manufacturing Output and Revenues ($billions)
Sources: Industry Canada, Canadian Industry Statistics, Data Tables: Transportation Equipment Manufacturing. Retrieved July 24, 2003. <http://napoleon.ic.gc.ca/canadian_industry_statistics/cis.nsf/idE/cis336datE.html>
187
Figure 7.6 Transportation Equipment Manufacturing Output and Revenues
Table 7.11 details the number of Canadian transportation equipment manufacturing establishments by province and by the number of employees. Table 7.11 Number of Transportation Equipment Manufacturing Establishments by Province, 1999
Sources: Industry Canada, Canadian Industry Statistics, Chapter 2 - Establishments: Transportation Equipment Manufacturing. Retrieved July 24, 2003. <http://napoleon.ic.gc.ca/canadian_industry_statistics/cis.nsf/idE/cis336estE.html>
Size Category (number of employees)
188
8. ELECTRICITY TRANSPORTATION This chapter gives an overview of statistics on electricity transportation in Manitoba. Hydroelectric power represents 94 percent of electrical power generated in Manitoba.50 Manitoba Hydro is the province’s sole electrical utility company, operating 14 hydroelectric generating stations and 2 thermal generating stations. Manitobans have the lowest priced electricity in North America. The quality and reliability of the electricity generated by Manitoba Hydro ranks among the best in the world, due to stability of supply and ample room for capacity expansion. Manitoba Hydro has also committed to policy development in the areas of environmental protection and sustainable development. Table 8.1 details Manitoba and Canadian electrical energy generation. Table 8.1 Electric Energy Generation, Receipts and Deliveries (MW.h)
United States - firm 4712330 5379749 5420870 4868789 5749960- non-firm 2697826 4377780 3881834 2887034 5021608- other -908012 -253269 -517715 -1054294 -1100342- total 6502144 9504260 8784994 6701529 9671226
Total Deliveries 8864718 12780721 12161146 9877956 11948651
Total Available 23276855 21479897 21125756 19789525 20751629
50 Manitoba Industry, Trade and Mines, Industry Sector Summaries, Electricity and Natural Gas Sector. Retrieved August 19, 2003. <www.gov.mb.ca/itm/trade/profiles/electric/>
- other 3716392 1813460 1028242 1825831 3786269- total 16707235 17910904 13713950 14504560 15511354
DeliveriesProvinces - firm … … … … …
- non-firm … … … … …- total … … … … …
United States - firm 8827533 12131344 16008321 19990388 19810220- non-firm 26831111 26295056 32501702 22134780 19663297- other 471315 1738904 1263575 804318 3121745- total 36129959 40165304 49773598 42929486 42595262
Total Deliveries 36129959 40165304 49773598 42929486 42595262
Total Available 556651964 542468092 546692617 529528440 516892882
Sources: Statistics Canada, Electric Power Statistics, 57-001, Electric Energy Generation, Receipts and Deliveries, Vol. 71, No. 1, pages 6 and 12.Statistics Canada, Electric Power Statistics, 57-001, Electric Energy Generation, Receipts and Deliveries, Vol. 70, No. 12, pages 6 and 12.Statistics Canada, Electric Power Statistics, 57-001, Electric Energy Generation, Receipts and Deliveries, Vol. 69, No. 12, pages 6 and 12.Statistics Canada, Electric Power Statistics, 57-001, Electric Energy Generation, Receipts and Deliveries, Vol. 68, No. 12, pages 6 and 12.Statistics Canada, Electric Power Statistics, 57-001, Electric Energy Generation, Receipts and Deliveries, Vol. 67, No. 12, pages 6 and 12.
In Manitoba, industry generation is less than half a percent of the total generation supplied. In Canada, industry generation is usually around 8 percent. In Manitoba, utility generation is primarily through hydro (98 percent in 2002), with steam-conventional usually producing between 1.5 and 3 percent (605,874 MW.h in 2002). Figure 8.1 shows the distribution of Manitoba electricity receipts in 2002.
190
Figure 8.1 Manitoba Electricity Receipts, 2002
12%
79%
9%
Provinces
United States - purchased
United States - other
Figure 8.2 shows that in Canada, utility generation is primarily through hydro (59 percent in 2002), with steam-conventional (24 percent in 2002) and steam-nuclear (13 percent in 2002) also generating significant portions. The total electrical energy generated in Manitoba in 2002 was 29,437,156 MW.h. The total electrical energy generated in Canada in 2002 was 576,074,688 MW.h.
Figure 8.2 Canadian Utility Generation by Type, 2002
Table 8.2 and Figure 8.3 show Manitoba Hydro export sales to the United States. From 1980 to 2000 the level of export sales saw significant variation, from a low of 396 GW.h in 1989 to a peak of 11,954 GW.h in 1998 (more than 30 times the low). Table 8.2 Manitoba Hydro Export Sales to United States
*Fiscal year 1999-2000: April to December**GW.h: one gigawatt-hour equals one billion watt hours or one million kilowatt hours.
A typical Manitoba maufacturing plant uses 10 and 30 GW.h per year.
Sources: Manitoba Hydro, History of Electricity Trade - Export Sales to USA. Retrieved July 28, 2003. <http://www.manitobawaterpower.com/export_sales_to_usa.html>
192
Figure 8.3 Manitoba Electricity Export Sales to the United States
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Table 8.3 shows Manitoba Hydro operating statistics, including the number of customers and the number of employees. Total Manitoba sales have increased 15 percent over the review period (1993 to 2002) and total extraprovincial sales have increased 18 percent in the same period. Table 8.3 Manitoba Hydro Operating Statistics
For the year ended March 312002* 2001* 2000* 1999 1998 1997 1996 1995 1994 1993
*Gas statistics include the operations of Centra Gas Manitoba Inc. from July 30, 1999
Sources: Manitoba Hydro, The Manitoba Hydro-Electric Board 51st Annual Report, 2001-2002. Retrieved July 28, 2003. <http://www.hydro.mb.ca/about_us/ar_2001_report.shtml>
194
9. GOVERNMENT REVENUES AND EXPENDITURES This chapter presents an overview of the federal and provincial governments’ transportation revenues and expenditures. The Government of Canada operates roads and marine bridges, airports, harbour/ports and marine navigational and rescue services. It also provides modal safety, security and policy services. Transport Canada performs several multimodal activities, ranging from security and emergency preparedness services to the regulation and monitoring of the transport of dangerous goods.51 The federal government generates revenues from the use of transportation facilities and services. Excise fuel taxes collected by the federal and provincial governments, as well as provincial licence and other fees, constitute revenues collected from transport users. Table 9.1 and Figure 9.1 show the federal, provincial, and local governments’ expenditures and revenues from transportation. Total federal expenses dropped 40 percent over the review period (1994/95 to 2002/03 forecast), but have actually been climbing since the 1999/2000 low of $2 billion. Total local expenses climbed 40 percent over the period, to end at $9.2 billion in 2001/02. Transport Canada revenues are down 59 percent over the same period (1994/95 to 2002/03). Federal transport revenues (other than fuel taxes) have decreased 60 percent from the 1994/95 to 2001/02 fiscal years. However, federal fuel taxes increased each year, except for the last, and are up a total of 25 percent over the same period. Provincial or territorial fuel taxes provide the greatest revenues and also increased almost every year (up 14 percent over the same period). Additionally, provincial or territorial licences and fees increased almost every year and are up 25 percent over the period. The total of these government revenues increased 13 percent from 1994/95 to 2001/02, but are down from the 1998/99 peak of $13.9 billion to $13.8 billion in 2001/02. Table 9.1 Governments' Gross and Net Revenues and Expenditures on Transportation (millions of $)
N.A. = Not AvailableDFO - Department of Fisheries and Oceans*Forecast as of January 31, 2003, for full year.**Includes 1995/96, $999.8 million to reduce the value of the CN debt to the Public Accounts of Canada and excludes in 2002/03 transfers of $24 million
to Crown corporations not involved in transport.***Transfers to Crown corporations other than to Champlain and Jacques Cartier bridges were added as grants and contributions.****Large increases in 2002/03 related to the creation of the Canadian Air Transport Security Authority.*****Calendar year basisA - Estimated transfers as reported by provincial governments.B - Includes revenues credited to Transport Canada and the Consolidated Revenue Fund.C - Includes revenues credited to Fisheries and Oceans and the Consolidated Revenue Fund.
† This is obtained by subtracting the consolidated expenses by all government levels of government from the total applicable government revenues from transport users.
Sources: Transport Canada, Transportation in Canada 2002 Annual Report Addendum, Table A3-1: Governments' Gross and Net Expenditures on Transportation, page A35.Transport Canada, Transportation in Canada 2002 Annual Report Addendum, Table A3-4: Government Revenues from Transport Users, page A38.
Figure 9.1 Governments' Total Revenues and Expenditures on Transportation
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196
Figure 9.2 shows the division of expenses among the three levels of government.
Figure 9.2 Government Division of Expenses
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It is clear that local and provincial governments incur the vast majority of expenses, while not generating the revenue necessary to cover these expenses. The federal government generates the most revenue from fuel tax, but this revenue is not all returned to the transportation system. Federal fuel taxes are an instrument of fiscal, not transportation policy, and are an important source of general revenue that is used to finance other federal spending priorities.52 The derived aggregate transportation deficit is calculated using the information in the table (from the Transport Canada Annual Report tables) by subtracting the consolidated expenses by all levels of government line from the total applicable government revenues from transport users. For more information on government revenues and expenditures, please refer to the March 2003 published report entitled Federal Transportation Spending and Revenues from the University of Manitoba Transport Institute. The information in this Transportation Trends in Manitoba report is comparable to the information in the Federal Transportation Spending and Revenues report. However, data presented in Table 9.1 here is using real figures while the other report uses nominal figures. In addition, some areas include non-transport aspects.
52 Transport Canada, Straight Ahead, A Vision for Transportation in Canada, page 53.
197
Table 9.2 and Figure 9.3 depict the fuel taxes for three modes of transport for Manitoba and the provinces on either side, Saskatchewan and Ontario. Table 9.2 Fuel Taxes by Province and Mode of Transportation
Mode Fuel Type Saskatchewan (2002) Manitoba (2002) Ontario (2001) Federal (2001)
Sources: Tax Information: Fuel Tax: Rates and Revenues, 2001, Saskatchewan Finance. Retrieved July 24, 2003. <http://www.gov.sk.ca/finance/revenue/ft/rates.htm>
Major Taxes in Manitoba (Federal and Provincial) – Fuel Tax Rates in Manitoba, 2002, Manitoba Finance. Retrieved June 19, 2003. <http://www.gov.mb.ca/finance/fedprov/gasandmotive.html>
Catalogue of Federal, Provincial and Territorial Taxes on Energy Consumption and Transportation in Canada, May 2001, Department of Finance Canada. Retrieved June 19, 2003. <http://www.fin.gc.ca/toce/2001/sdscat_e.html>
cents per litre
In Manitoba, the provincial fuel taxation on diesel was lower for rail (6.3 cents per liter) than for road (10.9 cents per liter) by a 4.6 cents per liter difference. The difference for Ontario was 9.8 cents per liter, while for Saskatchewan there was no difference. In all provinces, road gasoline had the highest taxes of all the fuels (Manitoba 11.5 cents per liter; Ontario: 14.7 cents per liter; Saskatchewan: 15 cents per liter). Federal tax rates exceeded provincial tax rates in the aviation mode.
Figure 9.3 Fuel Taxes by Province and Mode of Transportation
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198
Table 9.3 and Figure 9.4 show the net provincial revenues from fuel taxation. Note that for Figure 9.4, Canada and Ontario revenues are shown using the secondary y-axis figures. Canadian revenues from fuel taxation have risen 15 percent to $6 billion in the 1994/95 to 2001/02 period. Saskatchewan revenues fluctuated the most (out of Manitoba and its neighboring provinces), with $257 million in 1994/95 (low) and $301 million in 1997/98 (high). Ontario experienced a 13 percent rise overall, with $2.3 billion in fuel taxation revenues in 2001/02, or 38 percent of the Canadian total. Table 9.3 Provincial/Territorial Revenues from Fuel Taxation (millions of $)
Sources: Transport Canada, Transportation in Canada 2002 Annual Report Addendum, Table A3-4:Government Revenues from Transport Users 1994/95 - 2002/03, page A38.
Figure 9.4 Provincial Revenues from Fuel Taxation
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199
Table 9.4 shows the net revenue from provincial or territorial licences and fees. Manitoba’s revenue in this case rose 27 percent from the 1994/95 to 2001/02 fiscal years. Canada’s revenues rose a total of 25 percent over the same period. Table 9.4 Revenues from Provincial/Territorial Licences and Fees by Province and Territory (millions of $)
Sources: Transport Canada, Transportation in Canada 2002 Annual Report Addendum, Table A3-4: Government Revenues from Transport Users 1994/95 - 2002/03, page A38.
Table 9.5 shows the transport expenditures by mode and by level of government, as well as the total government revenues from transport users.
200
Table 9.5 Transport Expenditures/Revenues by Mode and Levels of Government (millions of $)
Government Revenues from Transport UsersRoad Users 11469 12060 12724 12848 12704 12897 N.A.Other Modes 1837 1520 1174 936 884 869 N.A.Multimodal 26 8 14 16 17 11 N.A.
Total 13332 13589 13912 13800 13605 13777 N.A.
*Forecast as of January 31, 2003, for full year.
Sources: Transport Canada, Transportation in Canada 2002 Annual Report Addendum, Table A3-5: Transport Expenditures/Revenues by Mode and levels of Government, 1996/97 - 2002/03, page A39.
Figure 9.5 shows the federal transport expenditures by mode (using information in Table 9.5). Air expenditures decreased significantly over the period, but rose since 1999/2000 to end at $618 million in 2001/02 (down from $1.5 billion in 1996/97). Marine expenditures have remained constant for the most part, around the $800 million point ($794 in 2002/03 forecast). Rail expenditures rose in recent years to end with a 2002/03 forecast of $309 million. Road expenditures fluctuated a great deal over the period, with a high of $1 billion in 1997/98 and a low of $323 million in 2000/01, with a 2002/03 forecast of $548 million.
Figure 9.6 shows the provincial expenditures by mode (using information in Table 9.5). Note that road expenditures in Figure 9.6 is using the secondary y-axis. This figure shows that road is the primary spending area for provinces, followed by transit (most often), and then by marine, air and rail.
Figure 9.6 Provincial Expenditures by Mode
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202
Figure 9.7 shows the local expenditures by mode (using information in Table 9.5). Again, note that road expenditures in the figure is using the secondary y-axis. The figure shows that over the 1996/97 to 2001/02 period, road and transit expenditures by local governments have increased significantly, by 30 percent and 46 percent, respectively.
Figure 9.7 Local Expenditures by Mode
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Table 9.5 also contains information on government revenues from transport users. Revenues from road users increased 12 percent from 1996/97 to 2001/02, while revenues from other modes decreased 53 percent. However, total revenues also increased 3 percent in total over the same period.
203
Table 9.6 and Figure 9.8 show provincial and local transportation expenditures per capita. Table 9.6 derives this per capita information using sections on provincial and local expenditures on transportation and the province populations. Manitoba and its neighbors, Saskatchewan and Ontario, all show great fluctuations in these per capita figures. In the most recent data for 2001/02 fiscal year, Saskatchewan provided the greatest expenditure per capita ($634). Meanwhile, Manitoba provided $501 and Ontario provided $474. Canada on average provided $550. The province or territory with the highest per capita expenditure on transportation in 2001/02 was the Northwest Territories with $2499. Over the review period, 1990/91 to 2001/02, Manitoba typically had a lower per capita expenditure on transportation than the Canadian average. Table 9.6 Distribution of Provincial/Territorial and Local Transport Expenditures by Province
Provincial and Local Expenditures in Transport (millions of $)1990/91 1991/92 1992/93 1993/94 1994/95 1995/96 1996/97 1997/98 1998/99 1999/2000 2000/01 2001/02
Provincial and Local Expenditures in Transport ($ per capita)1990/91 1991/92 1992/93 1993/94 1994/95 1995/96 1996/97 1997/98 1998/99 1999/2000 2000/01 2001/02
Sources: Transport Canada, Transportation in Canada 2002 Annual Report Addendum, Table A3-6: Distribution of Provincial/Territorial and Local Transport Expenditures by Province, 1990/91 - 2001/02, page A40.
59
44
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73
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9993
204
Figure 9.8 Provincial and Local Transportation Expenditures Per Capita
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Table 9.7 and Figure 9.9 show direct federal subsidies, grants, and contributions by mode. Highway and air modes both saw a large peak in 1997/98, with the air mode subsidies rising again in 2001/02. Rail subsidies show a large decrease throughout the period. The major sources of change in recent years are lower subsidies to VIA Rail and the termination of compensation to air carriers after the events of September 11. Total subsidies have seen a 39 percent decrease over the review period (1995/96 to 2002/03 forecast). Figure 9.10 shows that in the 2002/03 fiscal year forecast, highways and rail are to receive the greatest subsidies, grants and contributions (with highways receiving $322 million and rail receiving $288 million). Table 9.7 Direct Federal Subsidies, Grants, and Contributions by Mode (millions of $)
Sources: Transport Canada, Transportation in Canada 2002 Annual Report Addendum, Table A3-3: Direct Federal Subsidies, Grant and Contributions by Mode, 1995/96 - 2002/03, page A37.
205
Figure 9.9 Direct Federal Subsidies, Grants, and Contributions by Mode
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Figure 9.10 Direct Federal Subsidies, Grants and Contributions by Mode, Forecast 2002/03
9%14%
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206
APPENDIX I MANITOBA MOTOR VEHICLE ACCIDENT STATISTICS Fatal, Injury, and Property Damage Collisions in Manitoba
Note: Total Collisions does not indicate pedestrian victims, whereas Total Victims does.
Sources: Manitoba Transportation and Government Services, Driver and Vehicle Licencing, Traffic Collision Statistics Report, 2001, Section 4: Ten Year Summary, page 23.
Manitoba Transportation and Government Services, Driver and Vehicle Licencing, Traffic Collision Statistics Report, 2001, Section 1: Fatal, Injury, and Property Damage Collision by Total Licenced Drivers 1992-2001, page 7.
Manitoba Traffic Collisions by Month of Occurrence and Collision Type, 2001
Sources: Manitoba Transportation and Government Services, Driver and Vehicle Licencing, Traffic Collision Statistics Report, 2001, Section 4: By Month of Occurrence and Collision Type, 2001, page 25.
Collision Type
207
Manitoba Vehicle Involvement by Vehicle Type and Collision Type, 2001
Sources: Manitoba Transportation and Government Services, Driver and Vehicle Licencing, Traffic Collision StatisticsReport, 2001, Section 7: By Vehicle Type and Collision Type, 2001, page 64.
Collision Type
208
Manitoba Provincial Highways Collisions by Posted Speed Limit
Sources: Manitoba Transportation and Government Services, Driver and Vehicle Licencing, Traffic Collision Statistics Report, 2001, Part Two, Section 1: Provincial Highway Collisions, Collision History by Severity, page 131.
209
APPENDIX II CANADIAN AND MANITOBAN VEHICLES CHARACTERIZATION Number of Vehicles in Canada by Type and Jurisdiction, 2001
Transportation Energy Total 7320 7160 7360 7430 7720 8220 8190 7940 7490 7680 7420 7020
Source: Environment Canada, Information on Greenhouse Gas Sources and Sinks, GHG Query, Greenhouse Gas Emission for Manitoba, by Sector. Retrieved September 16, 203. <http://www.ec.gc.ca/pdb/ghg/query/index_e.cfm>
Sum of CO2, CH4, N2O, HFC's, PFC's, SF6, in kt CO2 eq
The following three figures are derived using information in the above table:
Manitoba Transportation Greenhouse Gas Emissions, 2001
Those in italics are classified as "alternative fuels".
Sources: Natural Resources Canada, Office of Energy Efficiency, Query. Retrieved September 22, 2003. <http://oee.nrcan.gc.ca/neud/dpa/data_e/database_e.cfm>
217
APPENDIX IV MANITOBA TRANSPORTATION ENERGY USE Manitoba Total Transportation Energy Use by Fuel Type (PJ - petajoules)
Sources: Natural Resources Canada, Office of Energy Efficiency, Query. Retrieved September 22, 2003. <http://oee.nrcan.gc.ca/neud/dpa/data_e/database_e.cfm>
218
APPENDIX V MANITOBA FERRY TRAFFIC Northern Manitoba Ferry Traffic History
*C.F. Ingemar Carlson replaced by C.F. Ingemar Carlson II in 1991/92
Ferry Routes:1 - South Indian Lake (South Bay)2 - Odei River to Split Lake and York Landing3 - Islandview to Bllodvein and Princess Harbor4 - PR 373 - Norway House5 - Matheson Island6 - PR 374 - Cross Lake
Sources: Manitoba Transportation and Government Services, Ferry Traffic History. Retrieved September 22, 2003. <www.gov.mb.ca/tgs/namo/ferrythist.html>
C.F. Ingemar Carlson II* 5 C.F. Alfred Settee Sr. 6
M.V. Charles Robert 1 M.V. Joe Keeper 2 M.V. Edgar Wood 3
W yoming All 4,902,169 2,939,047 2,900,874 1,854,821 3,474,147 2,261,007 2,006,445 Road 1,360,833 1,655,485 1,492,513 1,345,486 2,710,711 1,920,424 1,579,799 Rail 3,420,538 1,201,575 1,373,698 436,453 234,806 125,278 296,222 W ater 0 0 0 0 0 0 0 Air 120,798 81,987 34,663 72,882 519,747 205,924 128,627 Other 0 0 0 0 8,883 9,381
US Total All 5,397,647,381 6,414,916,749 7,448,941,770 7,141,872,944 8,092,107,387 8,398,145,383 8,385,792,573 Road 4,650,940,924 5,502,966,178 6,483,085,745 6,279,302,959 7,201,085,086 7,467,086,486 7,430,657,343 Rail 334,835,577 382,970,815 397,075,968 335,126,416 334,977,067 323,521,656 367,686,058 W ater 338,685 11,034,760 17,689,599 1,884,816 718,234 762,599 664,318 Air 390,868,778 508,731,046 521,803,713 470,899,501 531,753,603 542,355,394 521,913,993 Other 20,663,417 9,213,950 29,286,745 54,659,252 23,573,397 64,419,248 64,870,861
462
2,462
1,587
1,797
230
Manitoba Merchandise Exports to the US By Mode
0
1,000
2,000
3,000
4,000
5,000
6,000
7,000
8,000
1996 1997 1998 1999 2000 2001 2002
Year
Cdn
$ (M
illio
n)(A
ll, R
oad,
Rai
l)
0
20
40
60
80
100
120
140
Cdn
$ (M
illio
n)(A
ir,
Wat
er, O
ther
)
All Road Rail Other Water Air
Manitoba Merchandise Imports from the US By Mode
0
1,0002,000
3,000
4,0005,000
6,000
7,0008,000
9,000
1996 1997 1998 1999 2000 2001 2002
Year
Cdn
$ (M
illio
n)(A
ll,
Roa
d)
0
100
200
300
400
500
600
Cdn
$ (M
illio
n)(R
ail,
Wat
er, A
ir, O
ther
)
All Road Rail Water Air Other
231
INDEX Note: CDN = Canadian; MB = Manitoban Page No. Cargo - Air Winnipeg International Airport 129 Northern MB Airports 136 MB Air Cargo Movement 143 CDN Air Cargo Movement 145 Compensation (see Wages, Salaries, or Compensation) Employment MB and CDN in Transport Industry 5 MB and CDN in Truck Transport 24 MB and CDN in Small For-hire and Owner Operator Truck Transport 26 MB and CDN in Railway Transport 62 Winnipeg and Brandon Transit 91 MB Urban Transit 92 CDN Urban Transit 95 MB and CDN in Courier Transport 115 CDN Interurban and Rural Transport 116 MB in Air Transport 125 CDN in Oil Pipeline Transport 170 MB and CDN in Transportation Equipment Manufacturing 181 CDN Transportation Equipment Manufacturing, by Subsector 181 Equipment in Service CDN Trucking, by Size of Carrier 38 MB Owner Operators 45 MB Small For-hire Trucking 45 CDN Private Trucking Carriers 46 MB For-hire and Owner Operators, CDN Private Carriers 49 CDN Railway 86 Winnipeg and Brandon Transit 91 Winnipeg Taxis 112 MB Natural Gas Pipelines in Place 162 Natural Gas Compressor Stations 166 MB Oil Pipelines in Place 173 Oil pumping stations by Province 176 Expenditures (see Revenues and Expenditures) Exports MB by Region 6 MB Agricultural by Region 9 MB Non-Agricultural by Region 10 MB by Industry 11 MB by Section and Chapter 15 MB Interprovincial Trade 19
232
Page No. MB For-hire Trucking to CDN 30 MB For-hire Trucking to U.S. 34 MB For-hire Trucking, Top Five Commodities to U.S. 36 MB by Rail to CDN w/Marine integrated 63 MB Marine by Railway 67 MB by Rail to U.S. Regions 69 MB by Rail, Major Commodities to U.S. (old classification) 77 MB by Rail, Major Commodities to U.S. (new classification) 80 MB Natural Gas Outflows 154 MB Natural Gas to U.S. 156 MB Crude Oil/Pentanes Plus Outflows 172 MB Hydro to U.S. 192 Freight – Trucking or Rail (see Exports and Imports) Fuel Consumption MB Owner Operators 45 MB Small For-hire 45 CDN Private Carriers 46 MB Class I Railways 84 CDN Railway 85 MB Urban Transit 92 CDN Urban Transit 95 CDN Interurban and Rural 121 Gross Domestic Product (GDP) MB and CDN Total 1 MB and CDN Transportation Industry 1 CDN Truck Transport 22 CDN Railway Transport 60 CDN Urban Transit 90 CDN Interurban and Rural Transport 116 CDN Air Transport 123 CDN Natural Gas Pipeline Transport 153 CDN Crude Oil Pipeline Transport 169 CDN Transportation Equipment Manufacturing 180 Imports MB by Region 7 MB by Industry 13 MB by Section and Chapter 17 MB Interprovincial Trade 20 MB For-hire Trucking from CDN 28 MB For-hire Trucking from U.S. 34 MB by Rail from CDN w/Marine integrated 65 MB Marine by Railway 68 MB by Rail from U.S. 73 MB by Rail, Major Commodities from U.S. (old classification) 79 MB by Rail, Major Commodities from U.S. (new classification) 80 MB Natural Gas Inflows 154 MB Crude Oil/Pentanes Plus Inflows 171 MB Electric Energy Receipts 189
233
Page No. Passengers MB Urban Transit 92 CDN Urban Transit 95 MB School Bus 114 MB School Bus: Urban vs. Rural 114 To Canada by Bus 117 To Manitoba by Bus 118 CDN Interurban and Rural Bus 121 Winnipeg International Airport 127 Northern MB Airports 133 Transport Canada Northern MB Airport Passenger Movement 135 MB Air Passenger Movement 140 CDN Air Passenger Movement 144 Revenues and Expenditures CDN Trucking, by company size 38 MB Small For-hire Trucking 41 MB Owner Operator Trucking 42 CDN Small-For-hire Trucking 43 CDN Owner Operator Trucking 43 CDN Medium to Top For-hire Trucking 44 CDN Railway Operating Revenue 81 CDN Railway Operating Expenses and Income 82 MB Urban Transit 92 CDN Urban Transit Annual Statistics 95 Winnipeg Transit System 98 Brandon Transit System 105 MB School Bus Expenditures 114 MB School Bus Urban vs. Rural Expenditures 114 Courier and Local Messengers 115 CDN Interurban and Rural 121 MB Air Carriers (Levels IB-IV) 145 MB Natural Gas Revenues by Category of Services 160 CDN Natural Gas Industry 167 CDN Oil Pipeline Industry 177 CDN Transport Equipment Manufacturing 187 Manitoba Hydro 194 Salaries (see Wages, Salaries, or Compensation) Taxes CDN Railway, by Jurisdiction 88 Aircraft Fuel Tax 149 MB Indirect Air Transport Tax 150 Provincial/Territorial Revenues from Fuel Taxation 199 Fuel Taxes by Province and Mode 198 Wages, Salaries, or Compensation MB and CDN Truck Transport 24 CDN Railway Transport 62 Manitoba Urban Transit 92 CDN Urban Transit 95
234
Page No. CDN Interurban and Rural 116 CDN Interurban and Rural 121 MB Air Transport 125 CDN Oil Pipeline Transport 170 CDN Transportation Equipment Manufacturing 182 CDN Transportation Equipment Manufacturing by Type of Employee 183
235
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