BTS | Appendix B: Additional Sources and Technical Notes

Urban population: Statistics Canada 1996 Census of Population. A national overview- population and dwelling counts, Catalogue no. 93-357-XPB. (Ottawa, Ont.: 1997).

National population: National population data in this table are based on postcensal population estimates. The estimates are based on data for each province and territory where the base population used to derive postcensal population estimates is the 1991 census count of population by age, sex and marital status adjusted to July 1, 1991, and for net census undercoverage. The postcensal estimates by age, sex and marital status are obtained by the component method. The demographic events that occurred between July 1, 1991, and the reference date of the estimate are added to or subtracted from the July 1, 1991, population. Demographic events can be divided into two groups according to the type of data used: those that data are readily available (births, deaths, marriages, divorces and immigration) and events that have to be estimated (interprovincial migration, return of Canadians, emigration, net changes in nonpermanent residents and new widowhood).

Urban percentages: Canadian urban and rural population percentages are based on 1996 census counts. Urban and rural data are based on the following definitions. Canadian urban areas have minimum population concentrations of 1,000 and a population density of at least 400 persons per square kilometer, based on the previous census population counts. All territory outside of urban areas is considered rural. Taken together, urban and rural areas cover all of Canada.

Labor force: Total labor force refers to the number of Canadians over the age of 15 who are in the labor force, whether they are employed or unemployed. Note that not everyone in the 15-and-over age group is in the labor force. See notes under Tables 2-4 and 2-5 for more detail.

Mexico

National and urban population: Instituto Nacional de Estadística, Geografía e Informática. XI Censo General de Población y Vivienda, 1990. Estados Unidos Mexicanos. Perfil Sociodemográfico. (Aguascalientes, Ags.: 1992).

Instituto Nacional de Estadística, Geografía e Informática. Conteo de Población y Vivienda, 1995. Estados Unidos Mexicanos. Resultados Definitivos. Tabulados Básicos. (Aguascalientes, Ags.: 1996).

Instituto Nacional de Estadística, Geografía e Informática. Conteo de Población y Vivienda, 1995. Estados Unidos Mexicanos. Perfil Sociodemográfico. (Aguascalientes, Ags.: 1997).

Instituto Nacional de Estadística, Geografía e Informática. Encuesta Nacional de la Dinámica Demográfica, 1997. (Aguascalientes, Ags.: 1997).

Labor force: Instituto Nacional de Estadística, Geografía e Informática. Dirección General de Estadística. Encuesta Nacional de Empleo, 1991, 1995 and 1996. (Aguascalientes, Ags.: various years).

National population: The national population is comprised of Mexican citizens, noncitizen residents who were living in Mexico at the time the census was taken and Mexicans in the diplomatic service. For 1997, data were taken from the Encuesta Nacional de la Dinámica Demográfica (National Survey on Demographic Dynamics). For 1990, 1995 and 1997, there were 0.5, 0.2 and 0.03 million residents who did not give their age. These are included in the category "over 65 years of age."

Urban percentages: The urban population is based on areas with more than 2,500 inhabitants.

Population density: Population density was estimated from the country's surface area of 1,967,183 square kilometers, using as the source the XI Censo de Población y Vivienda, 1990 (XI Population and Household Census, 1990).

Labor force: Labor force data were estimated from the Encuesta Nacional de Empleo (National Employment Survey) for the second quarters of 1991, 1995 and 1996. The estimate was based on the economically active population, defined as anyone of age 12 or older (Población Económicamente Activa, or PEA). The percentage of labor force was calculated using the total population in 1991, 1995 and 1996. The survey, Encuesta Nacional de Empleo, is a joint effort of the Instituto Nacional de Estadística, Geografía e Informática and the Secretaría del Trabajo y Previsión Social (Ministry of Labor and Social Welfare) with coverage throughout Mexico.

Labor force data in Table 1-1 differ from labor force data in Table 2-4 because the two tables use different sources. The data in Table 2-4 are derived from estimates of the National Account System of Mexico, and are the number of positions considered as necessary for production. See notes under Table 2-4 for a more complete explanation.

United States

National population and age structure: U.S. Department of Commerce. U.S. Census Bureau. Statistical Abstract of the United States 1998. (Washington, DC: 1998). Table Nos. 12 and 14.

Urban population: U.S. Department of Commerce. U.S. Census Bureau. Estimates of the Population of Metropolitan Areas: Annual Time Series, July 1, 1991, to July 1, 1996. (Washington, DC: 1997).

Population density: U.S. Department of Commerce. U.S. Census Bureau. State Population Estimates: Annual Time Series , July 1, 1990, to July 1, 1998. (Washington, DC: 1998).

Labor force: U.S. Department of Commerce. U.S. Census Bureau and the Bureau of Labor Statistics. Current Population Survey. (Washington, DC: 1998).

National population: National population figures for the U.S. represent the resident population based on the 1990 Census of Population and Housing. Resident population includes all people who usually live within the United States. This excludes the U.S. Armed Forces overseas and civilian U.S. citizens whose usual place of residence is outside the United States. Data include Puerto Rico and U.S. Territories. The following formula was applied to update each group for 1995 and 1996: the 1990 enumeration of resident population, plus births to U.S. resident women, minus deaths to U.S. residents, plus net international migration, and plus net movement of U.S. Armed Forces and civilian citizens to the United States.

Urban percentages: Urban percentages are based on U.S. definitions of these areas. In general, an urbanized area comprises one or more places ("central place") and the adjacent densely settled surrounding territory ("urban fringe") that together have a minimum of 50,000 persons. Data include Puerto Rico and U.S. territories. The data for 1990 are revised 1990 decennial census figures. The data for 1995 and 1996 are population estimates for those years. These aforementioned estimates incorporate revisions of estimates from previous years and the results of special and test censuses conducted by the U.S. Census Bureau.

Labor force: Labor force data represent the U.S. civilian labor force. The civilian labor force includes all U.S. citizens aged 16 and older who have jobs and also includes those without jobs but who are available for work and looking for work. This figure excludes those who work for the U.S. military. The civilian labor force data include Puerto Rico and U.S. Territories.

Tables 1-1a, 1-1b and 1-1c
Top Population Centers

Canada

Statistics Canada. Annual Demographics Statistics, Catalogue no. 91-213-XPB. (Ottawa, Ont.: 1998).

Metropolitan areas: The Canadian Census Metropolitan Area (CMA) is a very large urban area (known as an "urban core") plus adjacent urban and rural areas (known as "urban and rural fringes") that have a high degree of social and economic integration with the urban core. A CMA has an urban core population of at least 100,000, based on the previous census. Once an area becomes a CMA, it is retained as a CMA even if the population of its urban core declines below 100,000. All CMAs are subdivided into census tracts. A CMA may be consolidated with adjacent census agglomerations (CAs) if they are socially and economically integrated.

Mexico

Instituto Nacional de Estadística, Geografía e Informática. Dirección General de Contabilidad Nacional, Estudios Socioeconómicos y Precios. Estadísticas del Medio Ambiente, 1997. (Aguascalientes, Ags.: 1998).

Metropolitan areas: The table lists the number of people living in the most densely populated areas; these include metropolitan areas, metropolitan zones and cities. By definition a metropolitan area (MA) is formed when two or more urban sites or cities (located in different municipalities or states) grow to the point where they have physically merged, to form a continuous population concentration of 100,000 inhabitants or more. A metropolitan zone (MZ) includes the MA, plus the municipalities to which the components of the MA belong. The other geographical locations in Table 1-1b are cities with populations of 15,000 or more. They do not meet the definition of Metropolitan Zones or Areas.

United States

U.S. Department of Commerce. U.S. Census Bureau. Statistical Abstract of the United States 1998. (Washington, DC: 1998).

Metropolitan areas: The United States defines Metropolitan Statistical Areas (MSAs) as a core area with a large population (usually 50,000 or more) together with adjacent communities having a high degree of social and economic integration. If an MSA has a population of more than 1 million, with separate component areas, it is designated a Consolidated Metropolitan Statistical Area (CMSA) with the components designated as Primary Metropolitan Statistical Areas (PMSA). For instance the Los Angeles-Riverside-Orange County, CA CMSA is made up of the Los-Angeles-Long Beach PMSA, the Orange County PMSA, the Riverside-San Bernardino PMSA and the Ventura PMSA.

Table 1-2
Area

Canada

Natural Resources Canada. GeoAccess Division. (Ottawa, Ont.: 1998).

Land and water area: The official source of Canada's land and water area is the GeoAccess Division of Canada Centre for Remote Sensing in Natural Resources Canada (NRCan). Area data were calculated in 1981 using planimeters on large-scale maps (scale of 1: 250 000). GeoAccess produces the National Atlas of Canada, which contains various types of maps showing the extent of Canada's land and water area. Water data include inland waters, Great Lakes waters and coastal waters, but do not include offshore waters such as fishing zones, internal salt waters and territorial seas. (Canada has legal jurisdiction over a very large area of offshore waters. The Canadian Hydrographic Service of Fisheries and Oceans Canada has determined the total extent of these waters to be 5.9 million square kilometers.) Canada is the second largest country in the world, with a total area (land plus freshwater) of 10 million square kilometers. Located primarily above the 49th parallel of latitude, Canada borders on three oceans, the Atlantic to the east, Arctic to the north and Pacific to the west.

Mexico

Instituto Nacional de Estadística, Geografía e Informática. Dirección General de Geografía. (Aguascalientes, Ags.: 1998).

Land and water area: Data come from semiautomatic digital measurements, which provide accurate values for land area. Water area represents inland waters (such as ponds, bays, inlets, lagoons, marshes, etc.), coastal waters (provided their geography conforms to the International Agreement on Maritime Territory (inlet less than 24 nautical miles; i.e., less than 44.448 km)) and territorial seas (waters within 12 nautical miles of the Mexican shoreline). Data for water area also include islands (5,127 square km) and maritime territory (209,000 square km).

United States

U.S. Department of Commerce. U.S. Census Bureau. Statistical Abstract of the United States 1998. (Washington, DC: 1998). Table No. 387.

Land and water area: U.S. land and water areas are defined by the TIGER (Topologically Integrated Geographic Encoding and Referencing) database maintained at the Census Bureau. The water data represent the total of four major water classifications: inland water (all lakes ponds, rivers, streams, creeks or similar bodies of water with the exception of the Great Lakes); coastal water (major bays and nonenclosed areas); territorial seas (water located within 3-nautical miles of the U.S. shoreline); and Great Lakes water (includes the five Great Lakes, Lake St. Clair and the St. Lawrence Seaway). Area data for U.S. territories can be found in Table 387 of the 1998 Statistical Abstract of the United States.

Table 1-3
Gross Domestic Product by Industry

(Current U.S. dollars)

All Countries

Gross domestic product: Gross domestic product (GDP) is an aggregate measure of output of goods and services produced by factors, including land, labor and capital, located in a particular country. As the most widely-used aggregate indicator of the size of a country's economy, GDP measures the total value of goods and services produced in a given period minus the total cost of goods and services used as intermediate inputs. For an industry, the difference between the total output and the total intermediate input is the industry's total value added. Therefore, GDP is the sum of all industries' value added or GDP by industry. GDP by industry shows how much of the total GDP was created in each industry.

There are several different valuation approaches to measuring the GDP by industry. For example, factor cost valuation represents the earnings of the factors of production and is measured by the costs of labor (wages and salaries, supplementary labor income) and capital inputs (mixed income and other operating surplus) in the production process. The market price approach brings the valuation of production up to the "market price" level. In order to derive the measure of GDP at market prices for the total economy, net indirect taxes (i.e., indirect taxes less subsidies) should also be added to the measure of GDP at factor cost as they are part of the market price of goods and services. The indirect taxes include taxes on production such as payroll and property taxes and taxes on products such as sales tax. In Table 1-3, the United States and Mexico estimates are based on market price evaluation. The Canadian estimates are based on an evaluation, which includes net indirect taxes paid on production and sales taxes paid by industries. The difference is that sales taxes collected by industries but paid by end users are not included in the Canadian estimates.

The industry categories included in Table 1-3 are broad aggregates for economic activity by industry. The industry categories included in Table 1-3 are a modified version of the 1987, U.S. Standard Industry Classification (S.I.C.). At this level, these categories are generally comparable across the three countries. However, there are instances where modifications and recategorization of individual country data have occurred. These are explained in the individual country notes.

In general, however, the following definitions, of these industries are as follows: Agriculture, forestry and fishing includes agricultural and related service industries, fishing and trapping industries and logging and forestry industries. Mining includes mining, quarrying and oil well industries. Construction includes construction industries. Manufacturing includes manufacturing industries. Communications include communication and related service industries. Utilities include electricity, natural gas, water, sanitation and other utility services. Wholesale trade includes wholesale trade industries. Retail trade includes retail trade industries. Finance, insurance and real estate includes finance, insurance and real estate industries. Services includes business service industries, education service industries, health and social service industries, accommodation, food and beverage industries, other service industries and nonprofit institutions serving households.

The industry subcategories under Transportation are based on the following definitions. Railroad transportation includes rail transportation and related service industries. Local and Interurban Passenger includes mass transit transportation (both transit rail and bus), interurban and rural transit, taxicab, school and other bus operations, and other related industries. Trucking, Warehousing and Storage include truck transportation industries and other storage and warehousing industries. Water includes water transportation and related service industries. Air includes air transportation and related service industries. Pipelines, excluding natural gas includes crude oil and other pipeline transport industries. Transportation services includes other incidental service industries such as services of travel agencies, tour operators, freight forwarders and brokers, rental services and other miscellaneous transportation services.

Canada

Statistics Canada. Input-Output Division. Special tabulations. (Ottawa, Ont.: 1999).

In order to derive the measure of Canada's GDP by industry cost for the total Canadian economy, net indirect taxes (i.e., indirect taxes less subsidies) paid by industries were added to the measure of GDP at factor cost. The "net indirect taxes," in this case, indicate that subsidies have been subtracted from the indirect tax total.

The industry categories included in Table 1-3 are broad aggregates for economic activity by industry. The industry categories included in Table 1-3 are a modified version of the 1987, U.S. Standard Industry Classification (S.I.C.). Canadian data included in Table 1-3 are, for the most part, based on Canada's 1980 Standard Industrial Classification (SIC-80) with the one exception being the category of government, which includes all nonprofit government-funded activity (regardless of industrial activity). Agriculture, forestry and fishing include: agricultural and related services industries, fishing and trapping industries and logging and forestry industries. Transportation industries include related services for railroad, water, air and transportation services. Trucking, warehousing and storage includes other warehousing and storage industries. Utilities include natural gas pipeline transport. Services include: business service industries, accommodations, food and beverage industries, other service industries and private and nonprofit institutions servicing households.

Mexico

Instituto Nacional de Estadística, Geografía e Informática. Dirección General de Contabilidad Nacional, Estudios Socioeconómicos y Precios. Sistema de Cuentas Nacionales de México, 1988-1996. (Aguascalientes, Ags.: 1997).

The base year for the Sistema de Cuentas Nacionales de México (Mexico's National Account System) is 1993, based on the United Nation's framework for national accounts. This framework resulted from a joint effort of the European States Commission (EUROSTAT), the International Monetary Fund (IMF), the Organization for Economic Cooperation and Development (OECD) and the World Bank. The classification scheme used in Table 1-3 does not match exactly with that of the Sistema de Cuentas Nacionales de México, since some adjustments were made for comparability purpose across the three countries. The following adjustments were made:

Transportation in this table is based on the industry category of "Transportation, Warehousing and Communications" in the Sistema de Cuentas Nacionales de México. (Specifically, "transportation, warehousing and communications" is considered Gran Division 7, or GD 7 in the Sistema de Cuentas Nacionales de México.) However, for Table 1-3, the Transportation and Warehousing categories have been separated from Communications. Under the category "Transportation Services" in Table 1-3, the following were included: customs agencies, travel agencies, parking lots, hauling and weighing services and other transportation related services such as management of ports, airports and bus stations, coordination of roads and toll booths, control of radar and flight stations and the unloading and stowing of goods. The data for the category "Utilities" in Table 1-3 are based on Mexico's Gran Division 5 (GD 5) in its Sistema de Cuentas Nacionales de México, and include the following industries: electricity, natural gas and water. The data for the category "Services" in Table 1-3 are based on Mexico's Gran Division 6 (GD 6) in its Sistema de Cuentas Nacionales de México, and include the following industries: professional services such as schooling, health care, recreational and others. Restaurants and hotels also were included in the data for the "Services" category in Table 1-3. In Mexico's Sistema de Cuentas Nacionales de México, restaurants and hotels would usually be counted in the category of "Commerce."

United States

U.S. Department of Commerce. Bureau of Economic Analysis. Survey of Current Business. (Washington, DC: August 1996 and November 1999).

U.S. GDP data by industry in Table 1-3 are measured at market price, which includes factor cost and net indirect taxes. The industry classification and definition used in this table for the United States are generally based on the U.S. 1987 Standard Industrial Classification (SIC). However, some regroupings have been done for the sake of comparison. One regrouping has been done for transportation, communications and utilities, which are classified in Division E in the 1987 SIC. Utilities include electric, natural gas, sanitation and other miscellaneous utility services. The Commerce subcategory represents a combining of the U.S. SIC Division F for wholesale trade and Division G for retail trade. Starting in 1996, the Bureau of Labor Statistics reclassified some of the multimodal courier services from trucking to the air transportation industry. It was not possible to reclassify data for previous years. Therefore, the decrease in the trucking, warehousing and storage industry between 1995 and 1996 is reflective of a change in the data time series rather than an actual decrease in this industry. More detailed explanations can be found in the Standard Industrial Classification Manual 1987 (U.S. Office of Management and Budget, Washington, DC).

Section 2: Transportation and the Economy

Tables 2-1
Gross Domestic Product (GDP) Attributed to Transportation-Related Final Demand

(Current U.S. dollars)

All Countries

Transportation-related final demand is the sum of all consumer and government expenditures for transportation purposes, plus the value of goods and services purchased by businesses as investment for transportation purposes. It measures the importance of transportation from a demand perspective. Since it includes only expenditures on the final products of an economy, transportation-related final demand is comparable to Gross Domestic Product.

Canada

Statistics Canada. Input-Output Division. Special tabulations. (Ottawa, Ont.: 1998).

See notes for Table 1-3. Canadian data are based on Canada's 1980 Standard Industrial Classification (SIC_80). However, a number of Canadian industry classifications were regrouped for the purposes of this table. The category "gross private domestic investment" in Table 2-1 excludes investment in telecommunication structures.

Mexico

See notes for Table 1-3. Mexican data are based on Mexico's 1993 Sistema de Cuentas Nacionales de México (Mexico's National Account System), for which the base year is 1993. However, a number of Mexican industry classifications were regrouped for the purposes of this table.

United States

Data used in this Table 2-1 are compiled by the Bureau of Transportation Statistics (BTS) based on the U.S. National Income and Product Accounts. This table is based on the following primary sources:

1990: U.S. Department of Commerce. Bureau of Economic Analysis. Historical Data Tables. (Washington, DC: 1990).

1995, 1996: U.S. Department of Commerce. Bureau of Economic Analysis (BEA). Survey of Current Business, August 1998, (Tables 2.6, 3.10, 4.3, 5.6, 5.8 and p.148); October 1998, (Tables 3.16 and 3.17), and special tabulations based on BEA's underlying statistical details. (Washington, DC: 1998).

Personal consumption of transportation, total: Road motor vehicles consist of new autos, used autos and other road motor vehicles such as new trucks and used trucks. Motor vehicles used primarily for recreation, boats, noncommercial trailers and aircraft are excluded. Road motor vehicle parts include tires, tubes, accessories and other parts. Motorcycles and other include motorcycles and bicycles. Transportation services include repair, greasing, washing, parking, storage, rental, leasing, tolls, insurance, purchased local and intercity transportation services. Motor fuel and lubricants include gasoline (all types) and oil used for autos, trucks, airplanes, motorcycles and boats. Details on airplane and boat shares are not available. A more detailed description of these items is provided in the technical notes for Table 2-2.

Gross private domestic investment, total: Transportation structures include railroads and petroleum pipelines. Transportation equipment consists of trucks, buses, truck trailers, autos, aircraft, ships and boats and railroad equipment.

Exports/imports, total: Goods and services that are counted as part of exports/imports include civilian aircraft, engines and parts; road motor vehicles, engines and parts; passenger fares, (including the receipts/payments of U.S./foreign air and ocean/cruise carriers for the transportation of non-U.S. residents/U.S. residents between the United States and foreign countries or between two foreign points) and other transportation. The total for road motor vehicle, engines and parts excludes boats, aircraft and noncommercial trailers. Other transportation includes the freight revenues of U.S./foreign-operated ocean, air and other carriers (such as rail, pipeline and Great Lakes shipping) for international transport of U.S. exports/imports and for the transportation of foreign freight between foreign points; port expenditure receipts (representing payments for goods and services purchased in the United States/foreign countries by foreign-operated/U.S. carriers); and receipts/payments of U.S./foreign owners from foreign operators for the charter of vessels and rental of freight cars and containers.

Government transportation-related purchases, total: Government purchases represent the sum of consumption expenditures and gross investment. Government purchases include federal, state and local purchases of transportation services of roads, water, air, railroad and transit. Government expenditures on transportation-related structures and equipment also are included. Defense related purchases include expenditures on transportation of materials (care and movement of goods by water, rail, truck and air), the rental of trucks and other transportation equipment and warehousing fees, and travel of persons (care and movement of Department of Defense military and civilian employees), including tickets for all modes of travel, per diem, taxi fares, automobile rental and mileage allowances for privately owned vehicles.

Table 2-2
Personal Consumption Expenditures on Transportation by Subcategory of Expenditure

(Current U.S. dollars)

All Countries

Personal consumption expenditures for transportation in Table 2-2 are conceptually the same as those that are included in Table 2-1. This table presents the same information with more detail, organized into different categories. Note that expenditures for freight shipments are not included in the U.S. and Mexican consumption data. However, expenditures for freight shipments by rail and intercity bus are included in Canadian data.

Canada

Statistics Canada. Input-Output Division. Special tabulations. (Ottawa, Ont.: 1998).

See notes for Table 1-3. Canadian data are based on Canada's 1980 Standard Industrial Classification (SIC_80). However, a number of Canadian industry classifications were regrouped for the purposes of this table. Data in Table 2-2 reflect personal consumption expenditures by Canadian residents both in Canada and in foreign countries. Personal expenditures in Canada by foreigners are excluded.

Mexico

United States

Data used in Table 2-2 are compiled by the Bureau of Transportation Statistics (BTS) based on the U.S. National Income and Product Accounts. This table is based on the following primary sources:

1990: U.S. Department of Commerce. Bureau of Economic Analysis (BEA). Historical Data Tables. (Washington, DC: 1990).

1995, 1996: U.S. Department of Commerce. Bureau of Economic Analysis (BEA). Survey of Current Business, August 1998, Tables 2.4 and special tabulations based on BEA's underlying statistical details. (Washington, DC: 1998).

User-operated transportation, total: Combined as a whole, the categories for new and used passenger cars; new and used trucks; and parts and accessories of road motor vehicles correspond to the entry for road motor vehicles and parts in Table 2-1. As in Table 2-1, motor vehicles used primarily for recreation such as recreational boats, noncommercial trailers and aircraft are excluded from Table 2-2.

Data for new cars and trucks represent the number of units sold multiplied by the average retail list price, adjusted for discounts, sales taxes and transportation costs. Data for used cars and trucks represent the sum of profit margins that dealers make from selling used cars and trucks to nonbusiness buyers, plus adjustments for changes in the stock of used cars and trucks. Reimbursements to employees who purchase used cars for business or mixed-purpose uses, also are added. Reimbursements to employees who purchase used trucks for business or mixed-purpose uses are not included.

New and used motorcycles and other motor vehicles include motorcycles and bicycles. Parts and accessories of road motor vehicles consist of tires, tubes, accessories and other parts. Repair and rental include: (1) automotive repair shops, passenger car rental and leasing establishments, and other automotive service establishments; (2) gasoline service stations and other retail establishments handling motor vehicle repair and rental and leasing and (3) repair services by franchised car and truck dealers. Motor fuel (gasoline and diesel) and lubricants also include coolant and other products. Tolls consist of bridge, tunnel, ferry and road tolls. Insurance consists of premiums, less benefits and dividends, for motor vehicle insurance.

Purchased intercity/local and suburban transportation: The other category for purchased intercity transportation consists of baggage charges, coastal and inland waterway fares, travel agents' fees and airport bus fares. The mass transit category of local and suburban transportation consists of both transit rail and bus services.

Table 2-3
Government Expenditures for Transportation by Mode

(Current U.S. dollars)

Canada

Statistics Canada. Public Institutions Division. Special tabulations. (Ottawa, Ont.: 1999).

Data coverage: Data for government expenditures in this table reflect outlays for all phases of the acquisition, construction, operation and maintenance of the relevant transportation facilities and equipment as well as expenditures pertaining to related engineering and technical surveys. This function now includes the government transfers to its own business enterprises engaged in the transportation activities, especially public transit and railway services.

Air: Data reflect expenditures for navigational, air traffic and other related services, operating subsidy payments to regional air carriers and municipal airports, grants to flying clubs and payments for international air navigational services. At the provincial level, data include assistance to the aviation industry, municipal airports and other related services. At the local level, data include outlays related to municipal airports.

Water transport: Data reflect expenditures on development, maintenance, operation and control of navigational channels, canals, harbor and wharf facilities, ferries that do not form integral part of road systems, landings and other marine facilities. It also includes the costs of the related operations of the Coast Guard and certain northern transportation services.

Pipeline, oil and gas: Data reflect expenditures on the operation, construction, use and maintenance of pipeline as well as grants and contributions to support the operation, construction and maintenance of pipeline systems.

Rail: Data reflect expenditures on the development, implementation and monitoring of policies and programs related to railway network rationalization and effectiveness. Rail data also include payments for railway relocation, contributions to railway passenger services infrastructure and to freight movements in certain geographical regions as well as grants for operations of railway facilities to resource areas.

Road: Data reflect expenditures on highways, secondary roads, roads to resource areas, boulevards, avenues and streets together with related storm sewers (where separated from sanitary sewers). Bridges, over and underpasses and road tunnels incorporated in highways also are included as well as those ferries that are usually operated by highway departments and form integral parts of road systems. Such ferries are distinguished from major lake and seagoing vessels and their supporting operations, which (if not classified as business enterprises), are assigned to the "water transport" category. The road data also include the costs of removing snow, debris, leaves and other deposits as well as surface sanding and flushing, expenses pertaining to traffic control and parking facilities.

Mexico

1990: Secretaría de Programación y Presupuesto. Cuenta de la Hacienda Pública Federal, 1990. (Mexico City, D.F.: 1991).

1995 and 1996: Secretaría de Hacienda y Crédito Público. Cuenta de la Hacienda Pública Federal, 1995 y 1996. (Mexico City, D.F.: 1996 and 1997).

Rail: Prior to 1996, freight and passenger railroad transportation services were provided by a single decentralized public agency. Expenditures for passenger services are included in freight services, but the amount is not significant. The decrease in expenditures was due to a reduction in public investment and to a significant and gradual reduction since 1991 of operational personnel by the Ferrocarriles Nacionales de México. This reduction was part of the preparation by the Ferrocarriles Nacionales de México for the transfer of rail service to the private sector. The first part of the transfer took place in December 1996. In addition, the intensive economic contraction of Mexico in 1995 caused a drop in public expenditures.

United States

U.S. Department of Transportation. Bureau of Transportation Statistics. Special Tabulations. (Washington, DC: 1999) Based on the following primary sources:

1990: U.S. Department of Commerce. U.S. Census Bureau. Government Finances: 1989-90. (Washington, DC: 1990).

1995 and 1996: U.S. Department of Commerce. U.S. Census Bureau. Web site: www.census.gov/govs

All years, rail and pipeline: U.S. Department of Transportation, Bureau of Transportation Statistics. Government Transportation Financial Statistics. (Washington, DC: 1997).

Data for government expenditures in Table 2-3 refer to local, state and Federal Government in the United States. There are different sources of government expenditure data. For example, government accounts in the U.S. national account system, provide data on government consumption and gross investment. The publication, Government Transportation Financial Statistics of the U.S. Bureau of Transportation Statistics, has extensive data on government expenditures on transportation. Table 2-3 uses the same sources as the Government Transportation Financial Statistics report, but the data are organized differently and include more original details from the primary data source, the Annual Survey of Government Finances, conducted by the U.S. Census Bureau.

The Annual Survey of Government Finances covers the entire range of government finance activities, including revenues, expenditures, debt and assets. This table is based on government expenditure data. Government expenditures are all direct expenditures, or direct expenditures by federal, state or local governments. (Intergovernmental transfers such as federal to state grants where funding is directly expended at the state level are only counted once.). Infrastructure expenditures include those for production of fixed works and structures and additions, replacements and major alterations. Equipment expenditures include those for purchase of equipment and for payments on capital leases. In some cases, purchase of land and existing structures also are included because data do not allow their separation. Expenditures on current operations include those for compensation of officers and employees and for supplies, materials, operating leases and contractual services. Data for pipelines and railroads are from Government Transportation Financial Statistics of the U.S. Bureau of Transportation Statistics, since the census does not provide any data on these modes.

For 1995, 1995 data for state and local governments and 1992 data for the Federal Government are included. For 1996, 1996 data for state governments, 1995 data for local governments and 1992 data for the Federal Government are included. More recent federal data were not available during the research phase of this project. All data are on fiscal year basis (for example, fiscal year 1996 represents October 1, 1995, through September 30, 1996).

Table 2-4
Employment in Transportation and Related Industries

All Countries

Employment by industry groups provides employment information according to the primary nature of a business. Table 2-4 shows how many people (based on the numer of employees) worked in industries with transportation and related activities as their primary business. U.S. and Canadian data are based on the number of employees. Mexican data are based on the number of full-time employment positions.

Canada

Statistics Canada. Employment, Earnings and Hours—Payrolls and Hours, Catalogue no. 72-002-XPB. (Ottawa, Ont.: various years).

Statistics Canada. Passenger Bus and Urban Transit Statistics, Catalogue no. 53-215-XPB. (Ottawa, Ont.: various years).

Statistics Canada. Special tabulations. (Ottawa, Ont.: 1998).

Transport Canada. Transportation in Canada 1997—Annual Report. (Ottawa, Ont.: 1998).

Data source: The monthly Statistics Canada, Survey of Employment, Payrolls and Hours (SEPH), is designed to provide monthly estimates to measure levels and month-to-month trends in employment by industry. The data are compiled for the payroll employment, payrolls and hours from which different variables such as employment, average weekly and hourly earnings and average weekly hours, for Canada, provinces and territories at detailed industrial levels, are derived. The target population is composed of all employers in Canada, except those primarily involved in agriculture, fishing and trapping, private household services, religious organizations and defense services.

The SEPH draws its sample from the Business Register (BR) and from a list of all payroll deduction accounts maintained by Revenue Canada. The Business Register is a list of all businesses in Canada and is updated each month using data from various surveys, busiess profiling and administrative data maintained by the Business Register Division of Statistics Canada. The payroll deduction source represents all employers with remittances for employee income taxes, Canada/Qúebec Pension Plan and employment insurance contributions. The survey methodology is based on a census of establishments within an enterprise with a complex structure having more than 300 employees and on sample data from establishments within an enterprise with a simple or with complex structure having less than 300 employees. Data represent annual averages that are weighted and refer to 1 week out of each month.

Industry employment categories: Industries are defined at the three-digit level of Canada's Standard Industry Classification (SIC) of 1980. For comparability with Mexican and U.S. data, employment categories may have been rearranged and terminology may be different. For categories under Local and Interurban Passenger, data were obtained from the four-digit SIC 80 level from transportation surveys.

Employed labor force: Employed labor force figures in Table 2-4 differ from those in Tables 1-1 and 2-5. National labor force figures in this table represent the total employed civilian labor force. This figure differs from the data for Canadian labor force in Table 1-1 because it includes only those that are currently employed among the civilian Canadian labor force. In contrast, the data in Table 1-1 represent those individuals in the civilian labor force that are both employed and unemployed. Data for the employed labor force in Table 2-4 also differ from the data for employed labor force in Table 2-5. This is because Table 2-4 is based on one survey, the SEPH, while Table 2-5 is based on a different survey, the Labor Force Survey (LFS). The SEPH is based on a business survey of Canadian employers while the LFS is based on a household survey. Because of this and other methodological differences, the total for employed labor force differs between Table 2-4 and 2-5. For additional information, call the SEPH inquiry line at (613) 951-4090 or the Labor Statistics Division of Statistics Canada at (613) 951-4168.

Mexico

Poder Ejecutivo Federal. Informe de Gobierno, various years. (Mexico City, D.F.: various years).

Data source: Data are a simple average of the 12-month period and are not a count of the number of people employed in economic activities, but rather an estimate of the number of positions required by each economic activity to carry out its economic production.

Employed labor force: Labor force data in this table do not agree with that of Table 1-1 (National Population and Labor Force) because the data sources for the two tables differ in their objectives and methodologies. Data in Table 1-1 are from the Encuesta Nacional de Empleo (National Employment Survey), and represent the "población económicamente activa" (economically active population). (The economically active population is anyone 12 years of age or older.) Data for employed labor force in Table 2-4 are from the Sistema de Cuentas Nacionales de México (National Account System of Mexico) and refer to the number of people employed and under payroll.

United States

Data used in Table 2-4 are compiled by the Bureau of Transportation Statistics (BTS) based on employment data from the Bureau of Labor Statistics and other sources. This table is based on the following primary sources:

Employed labor force, total: U.S. Department of Labor. Bureau of Labor Statistics. Household Data Annual Averages.1998. Table 1. (available at BLS web site: www.stats.bls.gov)

Private Employment (Transport Sectors, Transportation Vehicle and Equipment Manufacturing and Related Industries):

1990, 1995: U.S. Department of Transportation, Bureau of Transportation Statistics, special tabulation based on data from U.S. Department of Labor. Bureau of Labor Statistics. National Employment, Hours and Earnings, United States, 1988-1996. (Washington, DC: various years). SIC 45.

1996: U.S. Department of Transportation, Bureau of Transportation Statistics, special tabulation based on data from U.S. Department of Labor. Bureau of Labor Statistics. National Employment, Hours and Earnings, United States, June 1997. (Washington, DC: 1997). Table B-12.

Government employment:

Federal:

1990, 1995: U.S. Department of Transportation. Office of the Secretary. DOT Employment Facts, A Report to Management. (Washington, DC: various years).

1996: U.S. Department of Transportation. Office of the Secretary. DOT Workforce Facts, October 1, 1995 through September 30, 1996. (Washington, DC: 1997).

State and local:

1990: U.S. Department of Commerce. U.S. Census Bureau. Statistical Abstract of the United States, 1998. (Washington, DC: 1998). Table 531.

Data source: Employment by industry data are from the National Employment, Hours, and Earnings published by the Bureau of Labor Statistics (BLS), U.S. Department of Labor, which is a product of the Current Employment Statistics (CES) or establishment survey program. The CES is a monthly survey conducted by state employment security agencies in cooperation with the BLS. The survey provides employment, hours and earnings estimates based on payroll records of business establishments. Data represent annual employment averages, which are arithmetic averages of the 12 monthly estimates for a particular year.

The Bureau of Labor Statistics (BLS) does not publish data reliability information along with estimates. Instead, it provides estimation formulas and the necessary parameters so that users can estimate standard errors for estimates of their interest. For additional information, see the "Explanatory Notes and Estimates of Error" in the BLS monthly publication Employment and Earnings.

Industry categories: School bus employment data do not include drivers employed by school districts. Transportation services in this table largely include services industries involved in arranging passenger and freight transportation, such as travel agencies and freight forwarders. The category of other transportation equipment includes motorcycles, bicycles, tanks and tank components. Federal Department of Transportation employment represents full and part-time civilian and Coast Guard employees. State and local government employment represents highway employment only.

Employed labor force: National labor force figures in this table represent the total employed civilian labor force. This figure differs from the data for U.S. labor force in Table 1-1 because it includes only those that are currently employed among the civilian U.S. labor force. In contrast, the data in Table 1-1 represent those individuals in the civilian labor force that are both employed and unemployed.

Table 2-5
Employment in Transportation-Related Occupations

All Countries

Employment by occupation groups provides employment information according to the nature of a particular job. For example, since truck driving is a transportation activity, a truck driver employed by a retail company (such as a grocery store) is counted in the employment of transportation occupations, but is not counted in the employment of transportation industries (because a retail company such as a grocery store is not considered part of the transportation sector.)

Table 2-5 shows how many people (employees) worked in positions unique to transportation such as a truck driver, throughout the economy, including transportation and nontransportation industries. U.S. and Canadian data are based on the number of employees. Mexican data are based on the number of employment positions.

Canada

Statistics Canada. Historical labor force statistics, Catalogue no. 71-201-XPB. (Ottawa, Ont.: various years).

Statistics Canada. Special tabulations. (Ottawa, Ont.: 1998).

Data source: The Statistics Canada Labor Force Survey (LFS) is a household survey carried out monthly by Statistics Canada. The objectives of the LFS are to divide the working-age population into three mutually exclusive classifications (employed, unemployed and not in the labor force) and provide description and explanatory data on each of these categories. Data from the survey provide information on major labor market trends such as shifts in employment across industrial sectors, hours worked, labor force participation and unemployment rates.

On a monthly basis, the LFS surveys a sample of individuals who are representative of the civilian, noninstitutional population 15 years of age or older in Canada's ten provinces. Specifically excluded from the survey's coverage are residents of the Yukon and Northwest Territories, persons living on Indian Reserves, full-time members of the Canadian armed forces and inmates of institutions. These groups together represent an exclusion of approximately 2 percent of the population aged 15 or older. Data represent annual averages that are weighted and refer to 1 week out of each month.

Occupation categories: Employment categories are based on Canada's 1980 Standard Occupation Classification (SOC). For comparability with Mexican and U.S. data, employment categories may be rearranged and terminology may be different.

Employed labor force: Employed labor force figures in Table 2-5 differ from those in Tables 1-1 and 2-4. National labor force figures in this table represent the total employed civilian labor force. This figure differs from the data for Canadian labor force in Table 1-1 because it includes only those that are currently employed among the civilian Canadian labor force. In contrast, the data in Table 1-1 represent those individuals in the civilian labor force that are both employed and unemployed. Data for the employed labor force in Table 2-5 also differ from the data for employed labor force in Table 2-4. This is because Table 2-5 is based on one survey, the LFS, while Table 2-4 is based on a different survey, the Survey of Employment, Payrolls and Hours (SEPH). The LFS is based on a household survey while the SEPH is based on business survey of Canadian employers. Because of this and other methodological differences, the total for employed labor force differs between Table 2-5 and 2-4. For additional information, call the LFS inquiry line at (613) 951-4090 or the Labor Statistics Division at Statistics Canada at (613) 951-4168.

Mexico

Also see notes for Table 2-4 for employed labor force. Data on transportation employment by occupation are nonexistent, except for taxi cab drivers and chauffeurs.

United States

Data used in this table are compiled by the Bureau of Transportation Statistics (BTS) based on employment data from the Bureau of Labor Statistics. This table is based on the following primary sources:

U.S. Department of Labor. Bureau of Labor Statistics. Household Data Annual Averages. Table 1. (Available at BLS web site: stats.bls.gov)

U.S. Department of Labor. Bureau of Labor Statistics. Employment and Earnings. Table 11 of the Annual Averages Tables, January issues (1984-1997), and BLS underlying statistical details. (Washington, DC: various years).

Data source: Employment by occupation data are from Employment and Earnings, a monthly publication of the Bureau of Labor Statistics (BLS). The data source of Employment and Earnings is the Current Population Survey, a monthly household survey conducted by the Census Bureau for the BLS. The Current Population Survey provides a comprehensive body of information on the employment and unemployment experience of the U.S. population, classified by age, sex, race, and a variety of other characteristics.

Annual employment averages are arithmetic averages of the 12 monthly estimates for a particular year. The BLS does not publish data reliability information along with estimates. Instead, it provides estimation formulas and the necessary parameters so that users can estimate standard errors for estimates of their interest. For additional information, see the "Explanatory Notes and Estimates of Error" in Employment and Earnings.

Table 2-6
Receipts and Payments Related to International Merchandise and Services Trade

(Current U.S. dollars)

All countries

Tables 2-6, 2-7a, 2-7b, 2-8a and 2-8b contain data on international merchandise and service trade for the three countries. At the aggregate level, the data categories in these tables can be considered conceptually comparable across the countries. However, each country has also chosen to use its own data for international merchandise and services trade. For example, Table 2-7b reports Canadian trade with the United States, according to Canadian data sources. Table 2-8a reports U.S. trade with Canada, according to U.S. data sources. Differences between these data sources are caused by differences in definitions, methodologies and statistical sources, among the three countries. Also note that detailed data for Mexico were not available. Therefore, no Mexican tables have been included showing trade with Canada and the U.S., according to Mexican data sources. Merchandise trade data by country, value, weight, mode of transportation, port and commodity description are included in Sections 6 and 7.

Canada

Statistics Canada. Canada's Balance of International Payments, Catalogue 67-001-XPB. (Ottawa, Ont.: various years).

Statistics Canada. Special tabulations. (Ottawa, Ont.: 1998).

Definitions of merchandise and services trade: For this table, the definitions of goods and services are those utilized and defined by the Canadian Balance of Payments (BOP). Under this framework, goods are defined as exports and imports that are valued at the border of the exporting economy. That is, the valuation of goods includes transportation costs to the border. Inland freight charges are recorded as an adjustment to Canadian Customs trade data. Goods also include all goods that cross the border to be processed. Together with the inland freight adjustment to Canadian Customs trade data, additional adjustments are made for timing, coverage and other valuation and residency.

All services definitions were restated in May 1996 according to international norms first issued by the International Monetary Fund (IMF) in 1993 and extended jointly by the IMF, the OECD and the statistical arm of the European Union, Eurostat. The redefined services include the following categories: travel, transportation, commercial and government services. However, for the purposes of Table 2-6, 2-7a and 2-7b, Canadian data have been represented in the two major categories of transportation and tourism and other services. The Canadian data category "travel" is included in the tourism category for these tables, and the Canadian categories of "commercial and government services" are included in the other services category for these tables.

Merchandise exports: Merchandise exports data in this table are based on Canadian Customs export data that are published by the International Trade Division of Statistics Canada. Canadian Customs exports to overseas countries are valued f.o.b. (free on board) port of exit. Canadian Customs exports to the United States are valued f.o.b., point of exit (at the border). Customs data therefore, include inland freight charges, but these are removed from the Balance of Payment data, as a negative adjustment to the trade. A new Balance of Payments estimate for inland freight is then added to the exports, which are valued at plant basis. (Valued at plant basis means the value of goods f.o.b. (free on board) at the place of lading; i.e., at the point of production for the majority of commodities.) Other Balance of Payments adjustments include adjustments for valuation, residency, timing and coverage.

Merchandise imports: Merchandise imports data in this table are based on Canadian Customs import data that are published by the International Trade Division (ITD) of Statistics Canada. For Table 2-6, Canadian customs imports are valued f.o.b., based on the place of direct shipment to Canada. Although it does not make any difference at the aggregate level, import data released by Statistics Canada's Balance of Payments and International Trade Divisions are different on a geographical basis. The International Trade Division records the imports according to a country of origin basis while the Balance of Payments Division reports imports on a country of last consignment basis.

Transportation services: Transportation services cover receipts and payments related to the transportation of persons and goods by air, water and land, together with supporting services for the various modes of transport. Receipts cover passenger fares received by Canadian carriers (primarily air) from nonresidents; services of carriers operated by Canadian residents (ocean ships, lake vessels, aircraft, rail and trucks) that transport merchandise exports beyond the borders of Canada; carriers operated by Canadian residents engaged in the transportation of commodities between foreign countries (including intransit movement and transit between U.S. points via Canada); income from the charter of vessels; and port expenditures in Canada by nonresidents air and shipping companies. Payments cover passenger fares paid to nonresident carriers (chiefly air) by Canadian residents. The data also include most outlays on cruises although such outlays should in principle be assigned to travel. Payments also cover the transport by nonresident carriers of imports into Canada (excluding inland freight charges in the United States and other countries); the transport of Canadian commodities in transit through the United States (in particular oil and natural gas); the charter of foreign vessels; and port expenditures abroad by Canadian resident air and shipping companies.

Tourism and other services: Data for tourism cover all receipts and payments arising from the travel of less than 1 year between Canada and other countries, and for travel of more than 1 year for educational or health purposes. Travelers of more than 1 year are otherwise treated as residents of the country to which they travel except for diplomats and military personnel on postings abroad. Data for other services include government services for international transactions arising from government activities (diplomatic, commercial and military) not covered elsewhere in the Balance of Payments. Receipts for this category chiefly comprise expenditures in Canada by foreign governments. Payments for this category mainly cover expenditures abroad of both the Canadian federal and provincial governments. Other services also include receipts and payments for commercial services.

Mexico

Banco de México. Indicadores Económicos. (Mexico City, D.F.: 1998).

Data are based on the Banco de Mexico's Balance of Payments, Current Account framework. Transactions of the maquiladora industry are included in services and merchandise trade for 1995 and 1996, but not for 1990. For the category Merchandise Exports, export valuation is made on an FOB basis; i.e., the value of the goods at their point of origin, plus freight, insurance and other costs to move the goods to the outbound customs house. For the category Merchandise Imports, imports are valued on an FOB basis; i.e., market value of the goods at the point of origin, plus freight, insurance and other expenses to move the goods to the inbound customs house. For the category Tourism and Other Services, tourism includes expenditures by tourists, including people on day-excursions (i.e., those tourists who do not stay overnight). The category Transportation includes costs of freight and insurance.

United States

U.S. Department of Commerce. Bureau of Economic Analysis. Survey of Current Business. (Washington, DC: September 1993, July 1996, and October 1997).

U.S. Department of Commerce. Bureau of Economic Analysis. 1998 Annual Services Historical Disk. (Washington, DC: 1998).

Merchandise exports and imports: Exports exclude goods exported under U.S. military agency sales contracts identified in the U.S. census export data. Imports exclude goods under direct defense expenditures identified in the U.S. census import data. Merchandise imports are valued according to the "Customs value," which represents the value of merchandise for duty (or Customs) purposes. (Thus, the Customs value is usually the selling price in the foreign country of origin, and excludes freight costs, insurance and other charges incurred in bringing the merchandise from the foreign port of export to the United States.) For exports to all countries except Canada, export values represent the reported value of the merchandise, usually the selling price, plus insurance, inland freight costs and other charges incurred in bringing the merchandise to the U. S. port of export. This is generally called the f.a.s. (free alongside ship) value. Because the United States does not collect information for U.S. exports to Canada from its own trade documents, the value of these exports represents the transaction value of the merchandise, plus a Statistics Canada imputed estimate of the costs of insurance, inland freight and other charges.

Trade adjustments, total: The Bureau of Economic Analysis (BEA) at the Department of Commerce makes several adjustments to U.S. merchandise trade data when these are incorporated in the U.S. Balance of Payments. These include adjustments for inland freight charges and other adjustments made for valuation, residency, timing and coverage purposes. Inland freight adjustments are made to U.S. data for merchandise imports from Canada because the Customs value of imports for certain Canadian goods is the point of origin in Canada rather than the port of export in Canada. Since the reported value of U.S. exports includes inland freight costs, no adjustments are needed, except for U.S. exports to Canada. Because the United States does not collect information for U.S. exports to Canada from its own trade documents, the value of these exports represents the transaction value of the merchandise, plus a Statistics Canada imputed estimate of the costs of insurance, inland freight and other charges. The Statistics Canada estimate is based on 4.5 percent of the export merchandise transaction value.

Total services: Total services data include total transactions in services, including private services, U.S. government miscellaneous services and some goods. Export services also include transfers under U.S. military agency sales contracts. Import services also include direct defense expenditures. Private services included in the total services category consist of the following categories in the U.S. Balance of Payments: (1) travel, (2) passenger fares, (3) other transportation, (4) royalties and license fees and (5) other private services.

Transportation services: Transportation services data include passenger fares paid by residents of one country to airline and vessel operators who reside in another country. Exports consist of fares received by U.S. operators for transporting foreign residents between the United States and a foreign country and between foreign countries. Imports consist of fares paid to foreign operators by U.S. residents for travel to and from the United States. The rest of transportation services include transactions for freight and port services for the transportation of goods by water, air and land to and from the United States. Freight receipts of U.S. carriers are for transporting U.S. goods between two foreign points; freight payments to foreign carriers are for transporting U.S. merchandise imports. Port services receipts are the value of the goods and services procured by foreign carriers in both U.S. ocean and air ports; port services payments are the value of goods and services procured by U.S. carriers in foreign ocean and air ports. The land transportation receipts and payments cover U.S. transactions with Canada and Mexico through trucks, rail and pipelines. However, trucking operations between the United States and Mexico are currently limited by regulation.

Tourism and other services: Tourism and other services data are based on a compilation of the following categories in the U.S. balance of payments account: travel, passenger fares, other transportation, royalties and license fees, other private services and government services. Tourism is not a separate category in these accounts. Therefore, the number for this entry is the difference between total services and transportation.

Tables 2-7a and 2-7b
Canada's Receipts From and Payments to Mexico for Merchandise and Services Trade

Canada's Receipts From and Payments to the United States for Merchandise and Services Trade

(Current U.S. dollars)

Canada

Statistics Canada. Canada's Balance of International Payments, Catalogue 67-001-XPB. (Ottawa, Ont.: various years).

Statistics Canada. Special tabulations. (Ottawa, Ont.: 1998).

Tables 2-7a and 2-7b contain import data based on customs origin and based on consignment. The category, Imports, Customs Origin, are those imports that are attributed to their country of origin; that is, the country in which the goods were grown, extracted or manufactured in accordance to the rules of origin administrated by Revenue Canada, Customs and Excise. The category, Imports, Consignment are those imports that are attributed to their last country of consignment. This valuation is done for Balance of Payment purposes and better reflects the notion of change of ownership.

Tables 2-8a and 2-8b

U.S. Receipts From and Payments to Canada for Merchandise and Services Trade

U.S. Receipts From and Payments to Mexico for Merchandise and Services Trade

(Current U.S. dollars)

United States

U.S. Department of Commerce. Bureau of Economic Analysis. Survey of Current Business. September 1993, July 1996 and October 1997. (Washington, DC: various years).

U.S. Department of Commerce. Bureau of Economic Analysis. 1998 Annual Services Historical Disk. (Washington, DC: 1998).

See note for Table 2-6 for an additional explanation of similar data elements. However, note that total services in Tables 2-8a and 2-8b include only private services. Data were not available for government services because the government services data are not reported at the level of individual countries.

Section 3: Transportation Safety

Tables 3-1 and 3-2
Transportation Fatalities by Mode Transportation Injuries by Mode

All Countries

Air: United States and Canada include fatalities and injuries from both passenger and all-cargo flights. Mexico includes fatalities from passenger flights only. For the U.S. and Canada, the air carrier data represent their own national flag carriers, operating both domestic and international flights.

Road: The United States and all Canadian provinces and territories, with the exception of the province of Qúebec, count all fatalities that occur within 30 days of the accident (and can be attributed to the accident). Canada's Province of Qúebec counts all fatalities that occur within 8 days of the accident (and can be attributed to the accident). Mexico counts only fatalities at the site of the accident. In the U.S., the 30-day rule was initiated for fatalities from road crashes in September 1978, and a consensus to apply this rule across all modes was formulated in 1995.

Water transport: U.S. and Canadian data are not comparable in several respects. First, the United States counts fatalities and injuries from vessel casualties for U.S. flag vessels anywhere in the world, and for foreign flag vessels within the jurisdiction of the United States. The Canadian data include only Canadian and foreign flag vessels operating in Canadian waters. Second, the Canadian data exclude all fishing vessels, except factory ships; the United States data include fishing vessels. (See the entries under Canada and the United States, below, for more complete definitions.)

Canada

Tables 3-1 and 3-2 are based on the following primary sources:

Air: Transportation Safety Board of Canada. (TSB) Special tabulation. (Ottawa, Ont.: 1998).

Road: Transport Canada. Road Safety and Motor Vehicle Regulation. Traffic Accident Information Database. Special tabulation. (Ottawa, Ont.: 1998).

Pipeline: Transportation Safety Board of Canada. (TSB) Special tabulation. (Ottawa, Ont.: 1998).

Rail: Transportation Safety Board of Canada (TSB). Minister of Public Works and Government Services. TSB Statistical Summary: Railway Occurrences-1997. (Ottawa, Ont.: 1998).

Water, Commercial Passenger and Freight Vessels: Transportation Safety Board of Canada (TSB). Minister of Public Works and Government Services. TSB Statistical Summary: Marine Occurrences-1997. (Ottawa, Ont.: 1998).

Water, Recreational Boats: Canadian Red Cross. Special tabulation. (Ottawa, Ont.: 1998).

The following definitions apply for air, rail and water data in Tables 3-1, 3-2, 3-3 and 3-4. Technical notes for Canadian data in Tables 3-1 and 3-2 adhere to these definitions.

Aviation accident: A reportable aviation accident is an accident resulting directly from the operation of an aircraft where a person sustains a serious injury or is killed as a result of: being on board the aircraft; coming into contact with any part of the aircraft or its contents; being directly exposed to the jet blast or rotor down-wash of the aircraft; the aircraft sustaining damage that adversely affects the structural strength, performance or flight characteristics of the aircraft and that requires major repair or replacement of any affected component part; or the aircraft is missing or inaccessible.

Serious air injury: A serious air injury is an injury that is sustained by a person in an accident and that: requires hospitalization for more than 48 hours, commencing within 7 days of the date that injury was received; results in a fracture of any bone (except simple fractures of fingers, toes or nose); involved lacerations that cause severe hemorrhage, nerve muscle, or tendon damage; involves injury to any internal organ; or involves second or third degree burns, or any burns affecting more than 5 percent of the body surface; involves verified exposure to infectious substances or injurious radiation.

Railway accident: A reportable railway accident is one resulting directly from the operation of rolling stock, where: (1) a person sustains a serious injury or is killed as a result of being on board or getting off the rolling stock or coming into contact with any part of the rolling stock or its contents; or (2) the rolling stock is involved in a grade-crossing collision, is involved in a collision or derailment and is carrying passengers; is involved in a collision or derailment and is carrying dangerous goods, or is known to have last contained dangerous goods the residue of which has not been purged from the rolling stock; sustains damage that affects its safe operation; or causes or sustains a fire or explosion, or causes damage to the railway, that poses a threat to the safety of any person, property or the environment.

Serious rail injury: A serious rail injury is one that is likely to require admission to a hospital.

Marine accident: A reportable marine accident means an accident resulting directly from the operation of a ship other than a pleasure craft, where a person sustains a serious injury or is killed as a result of: being on board the ship or falling overboard from the ship, or coming into contact with any part of the ship or its contents, or the ship sinks, founders or capsizes, is involved in a collision (which includes collisions, strikings or contacts), sustains a fire or an explosion, goes aground, sustains damage that affects its seaworthiness or renders it unfit for its purpose, or is missing or abandoned. In this definition, "ship" includes: a) every description of vessel, boat or craft designed, used or capable of being used solely or partly for marine navigation without regard to method or lack of propulsion. For statistical purposes, these accidents are classified as "accidents aboard ship." In addition, the definition of "ship" also includes dynamically supported craft. For statistical purposes, these are classified as "shipping accidents." "Pleasure craft" means a vessel that is used for pleasure or recreation and does not carry goods or passengers for hire or reward.

Air: Data in Tables 3-1 and 3-2 comprise fatalities and injuries on Canadian aircraft involved in accidents in domestic and international airspace. Passenger and all-cargo flights are included. Scheduled and nonscheduled flights are included. Fatalities and injuries that occur on the ground are excluded from the statistics.

Air carrier: Air carrier data in Tables 3-1 and 3-2 are compiled according to regulatory definitions of registered aircraft types established by the Transportation Safety Board of Canada and include the following types of Canadian registered aircraft used by Canadian air operators that offer a "for-hire" service to transport people or goods, or to undertake specific tasks such as aerial photography, flight training and crop spraying:

(1) An airliner is an airplane used by a Canadian air operator in an air transport service or in aerial work involving sightseeing operations, that has a maximum take-off weight (MCTOW) of more than 8,618 kg (19,000 pounds) or for which a Canadian-type certificate has been issued authorizing the transport of 20 or more passengers.

(2) A commuter aircraft is an airplane used by a Canadian air operator, in an air transport service or in aerial work involving sightseeing operations, of any of the following aircraft: a) a multi-engined aircraft that has a maximum take-off weight (MCTOW) of more than 8,618 kg (19,000 pounds) and a seating configuration, excluding pilot seats, of 10 to 19 inclusive; or b) a turbo-jet-powered aeroplane that has a maximum zero fuel weight of 22,680 kg (50,000 pounds) or less and for which a Canadian type certificate has been issued authorizing the transport of not more than 19 passengers.

(3) An air taxi or specialty aircraft is an airplane used by a Canadian operator on an on-hire basis that does not satisfy the definition of an airliner or a commuter aircraft. Air carrier data also may include fatalities and injuries from charter aircraft operations.

Air data in Tables 3-1 and 3-2 include fatalities and injuries that occurred on all passenger and cargo flights of Canadian registered aircraft during 1990, 1995 and 1996, operating domestically and internationally. The numbers of fatalities and injuries that occurred on cargo flights of Canadian registered aircraft during 1990, 1995 and 1996 are as follow:

Year Fatalities Injuries

1990 0 1

1995 0 0

1996 4 0

Note: In 1991, there was one fatality/injury-type air accident in the Province of Québec involving a Canadian registered cargo aircraft (Reference: Transportation Safety Board of Canada Occurrence Number 91Q0150). This air accident had one air fatality and one air injury.

General aviation: General aviation data in Tables 3-1 and 3-2 are compiled according to regulatory definitions established by the Transportation Safety Board of Canada and includes fatalities and injuries on ultra-light aircraft, private and commercial helicopter operations and from flights that do not transport people or cargo on a "for-hire" basis.

Below are the specific details of those air accidents involving cargo flight of Canadian registered aircraft during 1990, 1995 and 1996:

Occurrence number Occurrence date Province of occurrence Number of fatalities Number of injuries

90Q0119 05/19/90 Québec 0 1

A95Q0144 07/28/95 Québec 0 0

A96A0134 07/22/96 Newfoundland 3 0

A96P0175 08/14/96 British Columbia 1 0

Note: In 1995, there was one air accident, which occurred in the Province of Qúebec (Reference: Transportation Safety Board of Canada Occurrence Number A95Q0144) involving a Canadian registered cargo aircraft for which there was extensive damage reported to the aircraft, but no fatalities or injuries.

Road: Road data for passenger cars and light trucks include statistics for automobiles and light trucks (pick-ups, sports utility vehicles and mini-vans). Motorcycle data include both mopeds and motorcycles. Data for heavy trucks include straight trucks greater than 4,536 kilograms, (a straight truck has a configuration where both the vehicle's power unit and cargo storage unit share the same chassis), tractor-trailers and other unspecified trucks. Road data for other types of road injuries and fatalities include all other vehicle types and nonvehicle occupants involved in a motor vehicle traffic collision. Road data for Canadian motor vehicle fatalities and injuries are derived from the Canadian Traffic Accident Information Database (TRAID). TRAID is a collection of data pertaining to traffic collisions provided annually to Transport Canada by Canada's ten provinces and three territories. These collisions are all those deemed reportable; i.e., they occur on public roads and incur bodily harm and/or property damage exceeding a stipulated dollar threshold. This threshold is determined independently by each provincial and territorial jurisdiction. The accident segment contains general data about the accident scene such as road conditions and summary accident statistics such as the total number of persons killed. Each accident within each province and each calendar year has a unique case number. The vehicle segment contains vehicle specific data such as the vehicle type and the vehicle actions prior to and during the collision. Each vehicle involved in the collision will have a separate vehicle segment. Therefore, if there are two vehicles involved there will be two different vehicle segments associated with that collision. Each of these vehicles will have a unique vehicle identification number.

Pipeline: Pipeline data in Table 3-2 include both minor and serious injuries for 1990. Only serious injuries are included for 1995 and 1996.

Rail: Rail data for Table 3-2 include both minor and serious injuries for 1990. Only serious injuries are included for 1995 and 1996.

Water transport, commercial: Water data for both commercial passenger vessels and commercial freight vessels include both Canadian and foreign flag vessels operating in Canadian waters. Data for commercial passenger vessels include, e.g., cruise ships and ferries. Data for commercial freight vessels include cargo/container, bulk carrier/OBO (Ore-Bulk-Oil) carrier, tanker, tug, barge/pontoon and ferry vessels. Data for commercial freight vessels exclude all fishing vessels, except factory ships, as well as research vessels, oil exploration and support ships.

Water transport, recreational boats: Water data for recreational boating include drownings from recreational, daily living, occupational, rescue and unknown purpses, as well as other fatal boating injuries including immersion, hypothermia, collisions and propeller injuries. The source for this information is the Canadian Red Cross. Fatalities for 1990, and injuries for 1990 through 1996, are nonexistent.

Mexico

Air: Secretaría de Comunicaciones y Transportes. Dirección General de Aeronáutica Civil . (Mexico City, D.F.: 1998). Special tabulation.

Road and rail: Instituto Nacional de Estadística, Geografía e Informática. Dirección de Estadísticas Económicas, based on data collected by the Procuraduría General de Justicia del Distrito Federal and the Direcciones de Seguridad Pública y Vialidad and their equivalent agencies at state and local levels. (Mexico City, D.F.: various years).

Road (in areas under federal jurisdiction): Secretaría de Comunicaciones y Transportes. Dirección General de Policía Federal de Caminos y Puertos. (Mexico City, D.F.: 1998).

Air: Data represent fatalities and injuries arising from general aviation accidents or incidents recorded within Mexico, and include passenger and crew fatalities and injuries at the site of the accident. All-cargo flights are not included, although the number of fatalities and injuries from all-cargo flights is estimated to be small.

Road: In Table 3-1, data refer to fatalities in fatal accidents; i.e., where one or more people died at the site of the accident. In Table 3-2, data refer to people injured in an accident; i.e., where one or more people were injured, with or without fatalities. The numbers assigned by type of vehicle refer only to accidents in urban and suburban areas. For accidents in zones of federal jurisdiction, no breakdown by type of vehicle is available, but the fatalities and injuries are included in the overall totals for road. Therefore, the road subcategories will not sum to the overall road totals for fatalities and injuries. The subcategory of "other" includes accidents in trolley buses, trams, bicycles and others.

Rail: Data include only fatalities and injuries from accidents in urban and suburban zones.

United States

Tables 3-1 and 3-2 are based on modifications of similar tables (including adjustments to definitions) published in the U. S. Department of Transportation, Bureau of Transportation Statistics. National Transportation Statistics 1998.(NTS-98) (Washington, DC: 1998) and National Transportation Statistics 1999 (NTS-99) (Washington, DC: 1999).

Tables 3-1 and 3-2 are based on the following primary sources:

Air: National Transportation Safety Board. Aviation Accident Statistics. Web site: www.ntsb.gov/aviation/Stats.htm

National Transportation Safety Board. Accident Synopses. Web site: www.ntsb.gov/aviation/Accident.htm

National Transportation Safety Board. Annual Review of Aircraft Accident Data, annual issues and NTSB Press Release, SB97-03. (Washington, DC: various years). (fatalities)

National Transportation Safety Board. Analysis and Data Division, RE-50. (Washington, DC: various years). (injuries)

See also: U.S. Department of Transportation. Federal Aviation Administration. Statistical Handbook of Aviation 1996. (Washington, DC: 1997). Chapter 9. Web site: api.hq.faa.gov/handbook/1996/toc96.htm

Road: U.S. Department of Transportation. National Highway Traffic Safety Administration. National Center for Statistics and Analysis. Fatality Analysis Reporting System (FARS), and, for injuries, the General Estimates System (GES), 1998. (Washington, DC: 1998).

U.S. Department of Transportation. National Highway Traffic Safety Administration. Traffic Safety Facts, 1997. (Washington, DC: November, 1998).

Pipeline (liquid and gas): U.S. Department of Transportation. Research and Special Projects Administration. Office of Pipeline Safety, DPS-35. (Washington, DC: 1998).

Rail: Highway grade crossing: U.S. Department of Transportation. Federal Railroad Administration. Rail-Highway Crossing Accident/Incident and Inventory Bulletin. (Washington, DC: various years). Table S.

Railroad: U.S. Department of Transportation. Federal Railroad Administration. Accident/Incident Bulletin. (Washington, DC: various years). Table 7.

Transit: Transit rail: U.S. Department of Transportation. Federal Transit Administration. Safety Management Information Statistics (SAMIS). (Washington, DC: various years).

Water: Commercial freight and passenger Vessels: U.S. Department of Transportation. U.S. Coast Guard. Office of Investigations and Analysis. Compliance Analysis Division, G-MOA-2. (Washington, DC: 1998).

Recreational boating: U.S. Department of Transportation. U.S. Coast Guard. Office of Investigations and Analysis. Compliance Analysis Division. Boating Statistics. (Washington, DC: various years).

Cross-modal comments: For 1995 and 1996, a death is attributed to a transportation incident if the death occurred up to 30 days after the incident. For 1990, this may not be true for all modes, but this definition has applied in the Road mode since September of 1978.

Caution must be exercised in comparing U.S. fatalities (and injuries) across modes, because significantly different definitions for reportable events are used among the modes. In particular, rail and transit fatalities and injuries include deaths and injuries that are not, strictly speaking, caused by transportation accidents, but are caused by such events as a fall on a transit station escalator, or, for railroad employees, a fire in a workshed. Similar fatalities for the air and highway modes (deaths at airports not involving aircraft, or fatalities from accidents in automobile repair shops) are not counted towards the totals for these modes. Counting fatalities not necessarily directly related to transportation potentially overstates the risk for the rail and transit modes. For the waterborne mode, fatalities from vessel casualties are counted in the total, and other fatalities are not counted. (Vessel casualties are incidents involving damage to vessels, for example, from collisions, groundings, fires or explosions.) Fatalities not from vessel casualties include, for example, deaths from accidents involving on-board equipment. Thus, fatalities for the waterborne mode are potentially understated. (Everything stated above about fatalities also applies to injuries.) In addition to the modal differences for definitions of reportable events, definitions of reportable injuries also vary among the modes. See the National Transportation Statistics (NTS)-99 or the NTS-98 for a description of what constitutes a reportable injury for each mode.

In addition, it should be emphasized that the numbers for total fatalities and injuries are less than the sum of the modal totals for the United States because some deaths (injuries) are reported and counted in more than one mode. To avoid double counting, the following components have been counted only once in arriving at the overall totals shown in Tables 3-1 and 3-2:

(1) Rail-highway grade crossing fatalities (injuries) involving motor vehicles: These are counted in both the rail and road modes, and are included in both modal totals.

(2) Commuter rail fatalities (injuries) arising from incidents: These are counted in both the rail and the transit modes, and are included in both modal totals.

(3) Motor bus fatalities (injuries) arising from accidents: These are counted in both the road and the transit modes, and are included in both modal totals.

(4) Demand response and vanpool fatalities (injuries) arising from accidents: These are counted in both the road and the transit modes, and included in both modal totals.

For additional information, refer to Table 3-4 in the National Transportation Statistics—1998 or the National Transportation Statistics-1999 to see exactly how these adjustments have been made to the 1995 and 1996 fatality totals. Note that incidents include accidents; that is, accidents are a subset of incidents. See below under the individual modal comments on transit and rail for more complete definitions of incidents and accidents. Data on highway-rail grade crossing fatalities and injuries that involved motor vehicles are provided in the annual issues of the Federal Railroad's Administration's Highway-Rail Crossing Accident/Incident and Inventory Bulletin. (See above for the full citation.) Data on transit accidents and incidents by submode are provided in the National Transportation Statistics, 1999, Tables 3-28 and 3-29.

Air: Air carriers include all U.S. flag carriers, comprising both scheduled and nonscheduled flights, both domestic and international flights, and both passenger and all-cargo flights. Commuters and on-demand air taxis are included. In Table 3-2, only "serious injuries" are reported. (See the National Transportation Statistics (NTS)-1999 or the NTS-98 for the definition of a serious injury in air accidents.) U.S. air fatality and injury data are based on reports from the National Transportation Safety Board (NTSB). NTSB investigators perform onsite and offsite investigation of all accidents involving U.S. registered air carriers and general aviation aircraft. Federal regulations require operators to notify the NTSB immediately of aviation accidents and certain incidents. According to the NTSB, a reportable accident "is defined as an occurrence associated with the operation of an aircraft that takes place between the time any person boards the aircraft with the intention of flight and all such persons have disembarked, and in which any person suffers death or serious injury, or in which the aircraft receives substantial damage." Web site: www.ntsb.gov/aviation/report.htm.

As stated above, the air safety data include both passenger and all-cargo flights. The National Transportation Safety Board's web site at www.ntsb.gov/aviation/Accident.htm does not separate passenger flights from all-cargo flights. However, for flights operating under 14 CFR-121 (aircraft with more than 30 seats or a payload of more than 7,500 pounds), the detailed accident reports available on the web site make it clear which were all cargo flights. For smaller aircraft, particularly on-demand air taxis, it is not possible to infer with confidence how many were all cargo flights from the information available on the web site. For aircraft operating under CFR-121:

1990: 6 fatal accidents, of which 2 were all-cargo flights; 39 fatalities, of which 28 occurred as the result of an all-cargo aircraft crash. (Ground fatalities included.)

1995: 3 fatal accidents, of which 2 were all-cargo flights; 168 fatalities, of which 8 occurred as theresult of an all-cargo aircraft crash. (Ground fatalities included.)

1996: 5 fatal accidents, of which 2 were all-cargo flights; 380 fatalities, of which 38 occurred as the result of an all-cargo aircraft crash. (Ground fatalities included.)

It should also be noted that during the research phase of this project, a change in regulations occurred. Since March 20, 1997, 14 CFR-121 began to cover some smaller aircraft (i.e., aircraft with 10 or more seats) that were formerly regulated under 14 CFR-135. This change does not affect the data in this publication, because of its 1996 cutoff.

Road: The data for passenger cars, light trucks, buses and large trucks are the number of occupants of these vehicles who have been killed (injured) in road crashes. In Tables 3-1 and 3-2, Light Truck means trucks of 4,536 kg (i.e., 1

Appendix B: Additional Sources and Technical Notes

Section 1: Country Overview

Table 1-1 National Population and Labor Force

Canada

Mexico

United States

Tables 1-1a, 1-1b and 1-1c Top Population Centers

Canada

Mexico

United States

Table 1-2 Area

Canada

Mexico

United States

Table 1-3 Gross Domestic Product by Industry

All Countries

Canada

Mexico

United States

Section 2: Transportation and the Economy

Tables 2-1 Gross Domestic Product (GDP) Attributed to Transportation-Related Final Demand

All Countries

Canada

Mexico

United States

Table 2-2 Personal Consumption Expenditures on Transportation by Subcategory of Expenditure

All Countries

Canada

Mexico

United States

Table 2-3 Government Expenditures for Transportation by Mode

Canada

Mexico

United States

Table 2-4 Employment in Transportation and Related Industries

All Countries

Canada

Mexico

United States

Government employment:

Table 2-5 Employment in Transportation-Related Occupations

All Countries

Canada

Mexico

United States

Table 2-6 Receipts and Payments Related to International Merchandise and Services Trade

All countries

Canada

Mexico

United States

Tables 2-7a and 2-7b Canada's Receipts From and Payments to Mexico for Merchandise and Services Trade

Canada's Receipts From and Payments to the United States for Merchandise and Services Trade

Canada

Tables 2-8a and 2-8b

U.S. Receipts From and Payments to Canada for Merchandise and Services Trade

U.S. Receipts From and Payments to Mexico for Merchandise and Services Trade

United States

Section 3: Transportation Safety

Tables 3-1 and 3-2 Transportation Fatalities by Mode Transportation Injuries by Mode

All Countries

Canada

Mexico

United States

Table 1-1
National Population and Labor Force

Tables 1-1a, 1-1b and 1-1c
Top Population Centers

Table 1-2
Area

Table 1-3
Gross Domestic Product by Industry

Tables 2-1
Gross Domestic Product (GDP) Attributed to Transportation-Related Final Demand

Table 2-2
Personal Consumption Expenditures on Transportation by Subcategory of Expenditure

Table 2-3
Government Expenditures for Transportation by Mode

Table 2-4
Employment in Transportation and Related Industries

Table 2-5
Employment in Transportation-Related Occupations

Table 2-6
Receipts and Payments Related to International Merchandise and Services Trade

Tables 2-7a and 2-7b
Canada's Receipts From and Payments to Mexico for Merchandise and Services Trade

Tables 3-1 and 3-2
Transportation Fatalities by Mode Transportation Injuries by Mode