The information contained in this section is designed to highlight some of OTA's key issues, concerns and proposed actions. It is not an inclusive list of all issues presently being addressed by the Association, nor does it provide comprehensive treatment of each issue. For further detail, please contact OTA directly at 416-249-7401 or info@ontruck.org

Canadian Vehicle Survey

What It Says: Contains data on Canadian vehicles (between 4.5t and 15t, and
greater than 15t) by province.

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Trucking Commodity Origin and Destination Survey

What It Says: Prepared by Statistics Canada this report provides a snapshot of
freight moved by truck.

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Transportation in Canada 2006: Annual Report & Addendum

What It Says: Prepared by Transport Canada provides a snapshot of all modes of transportation in Canada.

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Gridlock

Relieving Traffic Congestion: A Discussion Paper, 2001

Prepared by: Ontario Trucking Association

What It Says: The OTA discussion paper entitled Relieving Traffic Congestion tries to include the broad range of possible solutions and asks a number of questions:

• Who should be responsible for transportation planning?
• How will we pay for expansion of the system’s capacity?
• How can we maintain the free flow of traffic?
• How can we support the municipal road system?
• How do we reduce demand by expanding mass transportation systems?
• What else can we do to reduce demand?
• What can we do to reduce congestion due to truck traffic?

The paper discusses a number of possible solutions to gridlock.

Press Release

Download Report (size: 537kb/13 pages)

Environmental Impact

Several recent, independent, studies done for governments and government agencies confirm that today's trucks are cleaner and more environmentally friendly. Despite the assertions of the trucking industry's critics, the empirical evidence proves the point that trucks have taken a quantum leap forward in environmental performance compared to their main rivals, the railways.

Public policy makers considering advocating a modal shift to rail on the basis of environmental impact would be well advised to look at the following reports:

North American Trade and Transportation Corridors: Environmental Impacts and Mitigation Strategies, February 2001

Prepared by: ICF Consulting
For: North American Commission for Environmental Cooperation (CEC)

What It Says:

The study examined the environmental impacts of trade on three primary NAFTA trade corridors, with a particular focus on air pollution emissions. The study found that by 2020, due to the reduction in emission rates for trucks, total trade related emissions of NOx and PM would decline or remain constant compared to current levels despite trade volumes that grow by two to four times.

Regarding 2020 locomotive emissions, the study found that NOx and PM emissions from rail will contribute a much larger share of trade-related NOx and PM emissions because standards will not be as strict and because vehicle turnover is less rapid.

In fact, the study found that a shift of freight to rail from truck in the Toronto-Detroit corridor would lead to an increase in emissions of NOx and PM.

*CEC is an international organization created by Canada, Mexico and the United States under the North American Agreement on Environmental Cooperation.

Download Report (size: 469kb/57 pages)

Diesel Fuel Quality and Locomotive Emissions in Canada, April 2001

Prepared by: Robert Dunn Consulting
For: Transport Canada

What It Says: This study examines the quality of locomotive diesel fuel in Canada. The report found that in eastern Canada railway diesel fuel is refined from crude oil from conventional sources and is mostly home heating oil (furnace oil) resulting in sulphur levels of 1,500 to 2,500 ppm. (Sulphur levels for on road diesel must not exceed 500 ppm)

Download Report (size: 122kb/37 pages)

Review of the Memorandum of Understanding (MOU) Between Environment Canada and the Railway Association of Canada Regarding Locomotive Emission, June 2001

Prepared by: International Transportation Technology
For: Environment Canada

What It Says: This study reviewed the reporting procedures and environmental data gathered by the Railway Association of Canada under the conditions outlined in its voluntary MOU with Environment Canada.

The report found that since the MOU was entered into, there has been considerable change in the Canadian locomotive fleet, particularly with the introduction of higher-powered locomotives into the fleets. The report found that the newer diesel engines produce more emissions per unit of fuel consumed and that NOx emissions, under the conditions of the MOU, were being under-reported by 7% per year.

The need for introduction of engine regulations for Canadian locomotives was cited.

Download Report (size: 481kb/22 pages)

October 2000 

Prepared by: Southwest Research Institute
For: California Air Resources Board

What It Says: The study compared exhaust emissions from locomotive engines using diesel fuel containing various levels of sulphur. The sulphur levels ranged from on-highway diesel fuel (330 ppm) to what the report referred to as the more representative diesel fuel used by locomotives (3,190 ppm).

The report found that if railways were required to use the same fuel as trucks NOx emissions would be reduced by 2% and PM emissions by 13%.

Download Report (size: 392kb/5 pages)

*This is a summary. A full copy of the report can be obtained by contacting Stephen Anderson at 416-249-7401 or stephen.anderson@ontruck.org

Freight Transport

Prepared by: Centre for Sustainable Transportation
Published in: Sustainable Transportation Monitor, April 2001

What It Says: The discussion paper looked at the impact of transfer of freight from trucks to other modes to examined the validity of historical arguments supporting such shifts — tonne-km of product moved and fuel efficiency.

Regarding tonne-km, CST described this to be an "apples-oranges" comparison between trucks and railways stating, "Rail and marine mostly moves large or bulk loads between distant destinations. Trucks do that and much more. If the energy efficiency of large fully loaded trucks moving long distances is compared with rail, the difference between the two modes could be much less."

The paper also noted that advantages in fuel efficiency of locomotives over trucks is "offset by trucks' more sophisticated emissions controls and higher quality fuel."

Download Report (size: 158kb/8 pages)

Trucking Activity in Canada

Trucking Activity in Canada - A Profile, March 2004

Prepared by: Fred Nix
For: Motor Carrier Policy Branch, Transport Canada

What It Says: An overview of trucking in Canada. Covers trucking and the economy; roads; traffic and safety; trucking issues; for-hire motor carriers and couriers; drivers; freight handled by truck; and more.

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ONTARIO ROAD SAFETY ANNUAL REPORT

Ontario Road Safety Annual Report

Prepared by: Ontario Ministry of Transportation

What It Says: The Ontario Road Safety Annual Report (ORSAR) shows the current state of road safety in Ontario for the year that it is produced. Statistics are presented on fatalities, injuries and property damage collisions. Other information includes the types of vehicles involved in collisions, where collisions occurred, and conviction data.

ORSAR 2004

Labour Research

Stats Can Study: On the Road Again, A Profile of Truckers, 2006

What it Says: A new study published recently in Statistics Canada’s online version of Perspectives on Labour and Income, states that, because of the trucking sector’s steady growth (more than 53% of exports to the United States and 78% of all imports were shipped by truck in 2004), an aging work force, and the declining popularity of the occupation, the industry may soon face a shortage of qualified truckers.

Nearly 271,000 people, the vast majority of them men, worked as truckers in 2004, according to the study. Four out of every five were employees, while the others were self-employed, commonly known as owner-operators. Just over 60% of all truckers worked directly for a company whose principal activity was transporting freight. The study also found that truck drivers constitute a relatively older work force. In 2004, the average age for wage-earning truckers was 42, and for their self-employed counterparts, 45. No less than 18% were aged 55 or older, compared with 13% for workers in general. For the first time in 2004, truckers aged 55 and over outnumbered those under 30, indicating that the occupation may be hit by a large number of retirements in the coming years. At the same time, truckers appear more likely to remain longer in the labour force. For example, trucking was the sixth most popular occupation among employed men aged 65 and over in 2001.

Just as worrisome, according to the study, is the lack of young truck drivers. Only 5% were under 25 in 2004, compared with 15% in the labour force as a whole. Similarly, just over one-quarter of truckers were between 15 and 34, as opposed to 37% in the labour force as a whole. From the standpoint of supply, the study said this indicates that today’s young workers are less inclined than the previous generation to enter the occupation.

To view the study in its entirety (the trucking segment begins on page 11):

Perspectives on Labour and Income (size: 508kb/29 pages)

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