Introduction:

Transportation is important sector in every human and countrys social, economical and political activities. By sailing both people and goods in a country as huge as Canada, transportation has a considerable impact on where people choose to stay, enjoy holidays, shop, and work. It is also leading user of resources such as fuel, raw materials and land, therefore impact on the environment. As the second-largest country on earth, with a population stretched from coast to coast to coast, Canada faces unique transportation challenges. As a result, the transportation industry remains a significant force in the Canadian economy, representing 4.7% of the GDP. In 2010, transportation and warehousing GDP advanced 4.3%, ahead of the 3.3% growth posted by the whole economy. Rail transportation gained the most ground, increasing 11.8% and contributing $5.4 billion, as railways carried 291.3 million tonnes of freight, up 12.2% in 2009. Truck transportation, the largest component of transportation GDP, contributed $17.1 billion and represented 29.3% of overall transportation and warehousing GDP. All transportation and warehousing industries gained in 2010 with the exception of pipeline transportation, which fell 6.9%, but still produced $4.2 billion worth of GDP. From 2000 to 2010, transportation GDP expanded 16.3%, to reach $58.4 billion. The decade saw GDP growth in air (18.6%), rail (7.7%) and truck (25.9%) transportation, whereas marine transportation declined (16.6%).
GDP of transportation and warehousing industries, by mode of transport,2010 Area Share of transportation and Change from 2009 warehousing GDP Air transportation Rail transportation Water transportation Truck transportation Passenger transportation 9.8% 9.2 1.7 29.3 10.0 8.7 11.8 5.6 8.3 1.9

Source: statistic Canada, CANSIM table 379-0027

wwwapps.tc.gc.ca ... Canadian Transportation Research Gateway

Canada is the country which ready for dynamic future of the transportation because one of the best country for transportation in the world. New chances and demands will arise as the industry adapts to changing demographics, technological advances and changing skills requirements for the Canada. The transportation sector offers interesting and rewarding opportunities. The sector must continue to interesting qualified and highly skilled manpower in order for transportation to maintain the quality of life for all Canadians now and in the future. www.hciottawa.ca/.../... Canadian governments have taken major steps of spending in order to address chokepoints and symptom in the transportation system. These projects will increase capacity and should improve the efficiency of the transportation system. Productivity growth of transportation sector is much higher than the entire business sector over the 19812006 periods, which in turn has led to cheaper prices for end users. This change in the performance was largely driven by privatization of Crown corporations, devolution of ports and airports, and price liberation. http://www.ic.gc.ca/cis-sic/cis-sic.nsf/IDE/cis-sic48-49vlae.html The Public Policy Forum report Innovation and the Transport Sector in Canada by David Brook and David Zussman, Innovation is necessary because it is importantly the key factor in generating growth and wealth. Another authors, Brook and Zussman said that Invention is key point in integral role of transportation sector of Canada because safe, efficient, and accessible transportation is a necessary for the movement of people and goods in and out of an economy. To examine the key barriers to innovation in the transportation sector and to overcome these barriers, transport sector experts are to be brought by the Public Policy Forum brought.

climatechange.gc.ca/default.asp?lang=En&n=21ABF988-1 Today Government of Canada is strict for reducing greenhouse gas emissions on a sector by sector basis, particularly in the transportation sector. This sector contributes about 1/4

of Canada's total greenhouse gas emissions and it is one of the biggest sources of greenhouse gas emissions of Canada. Environment Canada also released a Notice of Intent describing their commitment to continue working with the United States towards the development of hard standards for light-duty vehicles for the 2017 and later model years. www.conferenceboard.ca/e-Library/abstract.aspx Building on this successful collaboration between united state and Canada, on 25th October, 2010, Environment Canada released a reference document regarding the proposed regulations for the future to reduce greenhouse gas emissions from new heavyduty vehicles. The reference document outlines the necessary regulations in order to seek early views from stakeholders, which was taken into account for developing proposed regulations which was available from mid-2011. climatechange.gc.ca/default.asp?lang=En&n=21ABF988-1 On 1st September, 2010, the Canadian government also published Renewable Fuels Regulations, requiring an average renewable fuel content of five per cent in gasoline that was come into effect in December 15, 2010.

wwwapps.tc.gc.ca ... Canadian Transportation Research Gateway

Main Transportations in Canada:

1. Air Transportation 2. Marine Transportation 3. Rail Transportation 4. Surface Transportation 5. Pipeline Transportation

http://www.gdsourcing.com/works/StrategisTransportation.htm

1. Air Transportation:

Canadian air transport, since 1985, has effectively deregulated the domestic air transport and is now dominated by AIR CANADA and CANADIAN AIRLINES, which are operate throughout Canada, the US border and intercontinental. Each major carrier owns regional airlines which fly a mixture of smaller jets and turboprop aircraft on shorter routes. Air Canada has Air BC, Air Ontario and Air Nova; Canadian Airlines has Canadian Regional Airlines and Inter Canadian, both major carriers and local carriers for small-plane feeder service are connect on routes to remote and low-traffic-density points. The National Airports Policy (NAP) was established in July 1994. Under this policy, the federal government left the owner airport and frees the owner and landlord, but control the function of airports. The Canadian government continues its ownership on 26 major airports, which handle 94% of air passengers and it is leased under NAP to Canadian airport authorities. Local operators are responsible for financial and operational management. Ownership of regional/local and other smaller airports has been transferred to regional interests. Remote airports providing exclusive, reliable year-round access to isolated communities and which were in receipt of federal assistance continue to be supported. Canadians increasingly chose to stay grounded in 2009, with Canadian air carriers reporting 55.0 million passengers, a 4.7% drop from 2008 that reversed a five- year upward trend. The domestic airline sector declined 4.7% to 32.3 million passengers, while the international sector decreased 1.2% to 22.7 million passengers.

Air carriers recorded 123 billion passenger-kilometres flown in 2009, down 5.1% from the previous year. Both the domestic sector and the international sector fell at the same pace (5.1%). Canada supports its aerospace, space and defense industries through attractive investment fundamentals; leading-edge knowledge infrastructure; risk-sharing investments in technology development; commitment to investing in skills and research; and new business opportunities. Advantages: Proven market leader Cutting-edge space technology A strong R&D infrastructure across Canada A highly skilled, educated and specialized workforce NAFTA and worldwide export markets Specialised and competitive clusters

2. Water

transportation/Shipbuilding

and

Industrial

Marine

Industry:
Water transportation is separated into three particular areas: ocean transportation, inland water transportation and coastal transportation. Ocean transportation is significant to Canada, because about 1/3 of all that Canada producers are exported their goods. About 1/3 of all transport of the overseas which depart by sea go through Vancouver, the largest port (in tonnage) on the west coast of the Americas. Substantial export tonnages also move through the ports of Churchill, Montral, Qubec City, Halifax and Saint John. In 2009, Canadas ports and marine terminals handled 409.1 million tones cargo, down 11.8% from 2008, as the volume of both domestic and international cargo declined. The largest decline in shipments during the year occurred at the port of Nanticoke in Southern Ontario, where the tonnage dropped 8.4 million tones. The amount of total domestic cargo handled fell 22.2% to 107.4 million tonnes. International cargo declined for the second consecutive year, decreasing 7.4% to 301.7 million tonnes. Regionally, the largest decreases in international cargo were in shipments originating from the Great Lakes of the United States (down 12.4 millionn tonnes) followed by shipments destined for Europe (down 7.4 million tonnes). Port Metro Vancouver is still the countrys leading port in the handling of containerized traffic; it handled 55% of the total container volume in 2009. Resource commodities were amongthe cargo that showed sharp declines in shipments. Most notable were coal, iron ores and concentrates, crude petroleum and potashtogether these accounted for 50% of the decline in marine shipping in 2009. Crude petroleum remains the single largest commodity handled within the Canadian marine transportation system, representing more than 20% of the total tonnage.

Imports Shipbuilding and repair industry Table summarizing imports for the Shipbuilding and repair industry, Sector NAICS 336611. thousands of dollars 2007 Selected commodities Shar HS Code 2003 2004 2005 2006 2007 e of 5 yr Source: Statistics Canada 2008

averag e share (%)

total (%)

Source: Statistics Canada 2008. Ferry boats, cruise ships and excursion 890110 boats Tankers Cargo vessels nes Fishing vessels and factory ships Tugs and pusher crafts Dredgers Floating/submersibl e drilling/production platforms Floating docks to perform functions Warships 890610 special 890590 255,00 358,93 0 4 890520 1 33 2 .1 0 0 0 890120 890190 5,305 29,591 76,486 -101,43 8 2,803 .2 .2 52,598 100,33 0 1

53

10

7 16

31,314 3,961

54,258 56,659 30

890200

50,735 22,102 66,817 5,757

8,683

10

890400 890510

142 2

-2,975

431 472

53,500 4,075 2,341 4,408

2 2

4 1

2,770

2,146

1,999

39

90,015 10 5,470 4,652

90,000 545 3,291

124

0 3

11 2

Other vessels and 890690

10,225 5,746

Table summarizing imports for the Shipbuilding and repair industry, Sector NAICS 336611. thousands of dollars 2007 Selected commodities Shar HS Code 2003 2004 2005 2006 2007 e of 5 yr Source: Statistics Canada 2008

averag e share (%)

total (%)

lifeboats other than rowing boats Floating structures 8907900 nes Total 9 , 2,630 2,755 4,454 4,454 6,863 4 1

443,41 425,01 346,16 185,82 188,88 5 4 1 4 8

100

100

Exports Shipbuilding and repair industry thousands of dollars 2007 Selected commodities HS Code 2003 2004 2005 2006 2007 Share 5 yr. average of total Source: Statistics Canada 2008 Ferry boats, cruise ships and excursion boats Tankers Cargo vessels nes Fishing vessels and factory ships Tugs and pusher crafts Dredgers Floating/submersible drilling/production platforms Floating docks to perform special functions Other vessels and lifeboats other than rowing boats Floating structures nes Total 890590 17 532 13 494 11 360 9 633 15 109 13% 18% 890520 -8 107 104 1 546 1% 0% 890110 890120 890190 890200 890400 890510 1 621 85 281 912 467 2 462 527 10 276 0% 0% 1% 1% 0% 2% share

1 733 2 538 1 139 1 291 2 119 2 310 793 -10 579 9

11 949 10% 5% 76 0 0% 0% 3% 0%

9 568 62 50 68

890690

47 024 38 032 36 361 39 805 78 107 68% 64% 5% 7%

89079009 5 230 3 827 4 460 5 901 5 245

82 219 59 428 57 612 60 434 114 126 100% 100% Source: Canadian Industry Statistics (CIS)

3. Rail Transportation:
http://www.tc.gc.ca/eng/rail-menu.htm

Both of Canada's major mainline rail carriers have seen significant change in recent years, and more is expected. Canadian National is fully privatized and has successfully downsized and restructured. The sale of CN to private investors was the largest private offering ever in Canada. The new corporate vision is to improve the company's competitiveness and service and to expand. Canadian Pacific is undergoing similar changes in an attempt to become more competitive. It has consolidated its head office in Calgary, where 80% of its railway business and revenue is generated. CP's transport business consists mainly of bulk commodities such as grain, coal, sulphur, potash, fertilizers, petrochemicals and international and domestic container traffic. Both carriers are among the largest coal movers in North America and play an integral role in grain transportation in Canada and the US. Almost one-quarter of the traffic carried in the West is grain for domestic use or for export in world markets. Movement by rail container is growing in importance as the majority of finished goods are transported in them. Containers offer a more efficient means of transport because the entire container can be moved between trains, trucks and ships. Canadas rail network is one of the largest in the world With 48,000 kilometres of track. Rail Policy proposed by government monitors Canada's rail industry to satisfied the varied requirements of the Canadian economy and Canadian shippers. This is regulated under the Canada Transportation Act. The branch also responsible to advise the minister of transport on Canadas railway industry and for administering the subsidy to VIA rail and governments fleet of 13,000 hopper cars used in the transportation sector.

In the freight transportation system of Western Canada, British Columbia's rail network plays an important role. Three main railways: Canadian National, Canadian Pacific Railway, and Burlington Northern Santa Fe, are operating in British Columbia. Transport Canada regulates the inter-provincial or international railways, as well as passenger trains such as VIA Rail and Amtrak, and a number of passenger excursion trains. At this time, Transport Canada regulates fifteen railways within the Pacific Region.

4. Road transport:

http://www.tc.gc.ca/eng/programs/surface-highways-menu-985.htm Road transport is necessary for travels one spot to another spot or to one place to another place. For business good highway infrastructure is critical and for economic health. The Surface Infrastructure Programs Directorate (Highways) assists in providing the best surface transportation system for Canada and Canadians. Today in road transport sector various vehicles, trucks, cycle etc are used. Road transport is vital to the economic development and social integration of the country. Easy accessibility, flexibility of operation, door to door services and reliability have earned road transport an increasingly higher share of both passenger and freight vis--vis other transport modes. Canada has close to one million kilometers of roads. This extensive network provides a safe, efficient, and affordable means of surface transportation and supports a wealth of economics and social act ivies. The number of Canadian road motor vehicle registrations increased by 12% from 2004 to 2009, reaching a total of 21 million vehicles. As the number of vehicles on the roads increased over the course of the 20th century, the number of people per vehicle declined. There were 8.6 people for each vehicle registered in 1931; by the mid-1980s, this number had fallen to 1.7 people per vehicle. Canadians drove more in 2009, with total kilometres driven rising 2.4% from 2008 to reach 333.3 billion kilometres, or 16,249 kilometres per Canadian. The number of vehicles on the road also increased in 2009, up 1.7% from 2008. Across the country, driving to work is by far the most popular commuting method.

Although most highway matters are a provincial responsibility, Surface Program's role is to work closely with provinces and territories as well as international partners to ensure that the mobility of people and goods across Canada continues; and the quality of life and expansion of our economy is enhanced by the surface transportation system. Surface Transportation Policy is responsible for the development, formulation and implementation of the surface transportation policies, and for the management of all developmental and economic regulatory activities of the Department in support of surface transportation.

5. Pipeline Transportation:
http://atlas.nrcan.gc.ca/site/english/maps/economic/transportation/pm_pipelines Pipelines, the underground carrier, transport tremendous quantities of petroleum, gasoline, chemicals and other products - sometimes for long distances. It requires little labor and is relatively trouble-free, because it provides reliable and low-cost transportation. However, it has 2 principal drawbacks: pipelines require an enormous amount of capital to establish, and they are seldom efficient unless large quantities are moved from a single point of origin to a single destination over a long period of time. Pipelines have also been used for the transportation of coal (in slurry form) in the US and elsewhere, but their potential as transporters of coal and other bulk commodities has not yet been fully exploited in Canada. The Canadas the pipeline transportation system delivers natural gas, National Gas Liquid (NGLs), crude oil, and petroleum products which are critical to Canada's wellbeing and economic activity. In 2010, approximately $127 billion worth of products were moved through NEB-regulated pipelines to markets at home, the United States (U.S.) and offshore. The cost of providing these transportation services last year is estimated to be around $4.4 billion, not including the fuel costs paid by shippers on natural gas pipelines.

National energy board (NEB) regulates the pipelines and key element in Canada's pipeline transportation system. Countrys crude oil and natural gas pipeline network extends 700 000 kilometres throughout Canada, except Prince Edward Island and Nunavut and is composed of pipelines and associated facilities.

Major Oil Pipelines Regulated by the NEB

Major Natural Gas Pipelines Regulated by the NEB There are main three types of pipelines in Canada. They are transmission trunk lines, gathering system field lines and distribution lines. Assembling the pipelines crude oil and natural gas are moves from wells to processing facilities. After processing, feeder lines carry the hydrocarbons to the major, long distance transmission lines. Transmission lines deliver product to small-diameter distribution pipelines, as well as industrial users, local distributors, refineries or connection pipelines to the United States.

Local distribution companies (LDCs) use distribution lines to deliver natural gas to homes and businesses. Crude oil transmission lines also transport natural gas liquids (NGLs) and other refined petroleum products, while natural gas transmission lines only transport natural gas. There are approximately 100 000 kilometres of transmission pipelines in Canada, 80 000 are natural gas pipelines and 23 000 crude oil pipelines.

Transportation Sector Stakeholders - Sector Councils

Employee and employers group by collaboration make Transportation sector council and bring together representative from labor, education , business and other professionals organization and government to identify problems and to carry out long-term, human resource planning and skills development strategies for the transportation sector. There are currently five transportation Sector Councils:
Sr. no. 1 2 3 4 5 councils The Canadian Automotive Repair and Service (CARS) Council Canadian Aviation Maintenance Council (CAMC) Canadian Supply Chain Sector Council (CSCSC) The Canadian Trucking Human Resources Council (CTHRC) The Motor Carrier Passenger Council of Canada

The Canadian Automotive Repair and Services Network (CARS) Network includes the CARS Council, representing management in the automotive industry, and the CARS Institute, which acts on behalf of automotive repair and service employees. The Canadian Aviation Maintenance Council represents the aviation maintenance and aerospace manufacturing industry. The CSCSC was established with the following mandate: to identify and assess the impact of new and emerging technologies, innovations and conditions that have the greatest impact on the supply chain sector, and to develop an appropriate strategic human resources action plan for Canadian industry and academia.

The Canadian Trucking Human Resources Council's mission is to assist the Canadian trucking industry to recruit, train and retain the human resources needed to meet current and long-term requirements. The Motor Carrier Passenger Council works closely with both industry and government partners in promoting and improving human resource standards for bus transportation in Canada.

DharmrajSinh Comparative position of transportation sector with India

Transport areas Airports: India 352 (2010) country comparison to the world: 23 total: 249 over 3,047 m: 21 2,438 to 3,047 m: 57 1,524 to 2,437 m: 75 914 to 1,523 m: 81 under 914 m: 15 (2010) total: 103 over 3,047 m: 1 2,438 to 3,047 m: 3 1,524 to 2,437 m: 8 914 to 1,523 m: 43 under 914 m: 48 (2010) 40 (2010) condensate/gas 2 km; gas 9,596 km; liquid petroleum gas 2,152 km; oil 7,448 km; refined products 10,486 km (2010) total: 63,974 km country comparison to the world: 4 broad gauge: 54,257 km 1.676-m gauge (18,927 km electrified) narrow gauge: 7,180 km 1.000-m gauge; 2,537 km 0.762-m gauge Canada 1,404 (2010) country comparison to the world: 4 total: 514 over 3,047 m: 18 2,438 to 3,047 m: 20 1,524 to 2,437 m: 148 914 to 1,523 m: 249 under 914 m: 79 (2010) total: 890 1,524 to 2,437 m: 73 914 to 1,523 m: 377 under 914 m: 440 (2010)

Airports - with paved runways:

Airports - with unpaved runways:

Heliports: Pipelines:

12 (2010) gas 835 km; liquid petroleum gas 75,000 km (2010)

Railways:

total: 46,552 km country comparison to the world: 5 standard gauge: 46,552 km 1.435-m gauge (2009)

and 0.610-m gauge (2010) Roadways: total: 3,320,410 km (includes 200 km of expressways) (2009) country comparison to the world: 3 total: 1,042,300 km country comparison to the world: 6 paved: 415,600 km (includes 17,000 km of expressways) unpaved: 626,700 km (2009) 636 km (Saint Lawrence Seaway of 3,769 km, including the Saint Lawrence River of 3,058 km, shared with United States) (2008)

Waterways:

14,500 km (5,200 km on major rivers and 485 km on canals suitable for mechanized vessels) (2008) country comparison to the world: 9 total: 324 country comparison to the world: 29 by type: bulk carrier 94, cargo 78, chemical tanker 23, container 15, liquefied gas 11, passenger 4, passenger/cargo 12, petroleum tanker 87 foreign-owned: 8 (China 1, Hong Kong 1, Jersey 1, Malaysia 1, UAE 4) registered in other countries: 56 (Cyprus 2, Dominica 2, Liberia 1, Malta 4, Marshall Islands 8, Nigeria 1, Panama 17, Singapore 19, unknown 2) (2010)

Merchant marine:

total: 184 country comparison to the world: 36 by type: bulk carrier 66, cargo 12, carrier 1, chemical tanker 14, combination ore/oil 1, container 2, passenger 6, passenger/cargo 64, petroleum tanker 12, roll on/roll off 6 foreign-owned: 15 (France 1, Netherlands 1, Norway 4, US 9) registered in other countries: 223 (Australia 7, Bahamas 102, Barbados 13, Cambodia 2, Cyprus 2, Honduras 1, Hong Kong 70, Liberia 4, Malta 1, Marshall Islands 4, Norway 1, Panama 5, Spain 5, US 1, Vanuatu 5) (2010) Ports and terminals: Chennai, Jawaharal Nehru Port, Fraser River Port, Halifax, Kandla, Kolkata (Calcutta), Hamilton, Montreal, PortMumbai (Bombay), Sikka, Cartier, Quebec City, Saint Vishakhapatnam John (New Brunswick), Sept-Isles, Vancouver oil terminals: Lower Lakes terminal https://www.cia.gov/library/publications/the-world-factbook/geos/ca.html

http://www.gazette.gc.ca/archives/p2/2000/2000-12-06/html/sor-dors405-eng.html

Ankur
Policies and norms of

Canada

for transportation industry for import/ export

including licensing /permission, taxation etc.: An international sale to a company in Canada requites compliance with a verity of import regulations and procedures. All goods entering into or goes out to the Canada are subject to requirement by the Canada Border Services Agency.1 Canadian trade policy involves encouraging the interests of the Department and its stakeholders and also ensuring that the Department's activities follow with international treaties. These treaties primarily govern the cross-border movement of goods and services, but also govern, inter alia, international investment, government procurement, and technical barriers to trade in the transportation sector. Without Transportation trade is not possible and it is one of the major components of trade in services. Liberalization of trade i.e. the reduction or elimination of barriers to trade , which is priority for every nation and also for Canada because its major trading partners are the global proliferation of free trade agreements and comply with regulations of the World Trade Organization (WTO) and other nations with are going to be member of the WTO. For increasing the level of demand for domestic and international services and to create the investment opportunities in Canada trade liberalization is important for wealth maximization.

Policy of Canada for transportation industry: In Canada there is a framework for Air develop by Air Policy Directorate which including legislation and international air policy. Air transport policy manages the issues related to air transport in Canada. It has objective to encourage a healthy and competitive air industry which including airlines and infrastructure providers and to ensure that Canadians have comfortable, reasonable and economic access to air services. The Directorate is comprised of five organizations, described below. Each organization performed their activities on behalf of the Canadian air transportation industry including airlines, airports, Navy Canada, travelers and shippers. Several amendments will remove unnecessary impediments to the manufacture and delivery of aircraft by Canadian manufacturers or clarify conditions pertaining to the import or export of aircraft. An amendment to CAR 201.01 (Aircraft Identification Plates) will permit aircraft operated under CAR 202.14 (Aircraft Manufacturers) to be flown without aircraft identification plates. Aircraft may be operated under CAR 202.14 if they are manufactured in Canada and being operated by the manufacturer for a production test flight, a customer acceptance flight or a flight undertaken to complete the manufacturing process or to export the aircraft. A fireproof identification plate identifies the aircraft as a whole and has certain required information relative to the aircraft manufacture permanently engraved, etched or stamped on the plate. This amendment will relieve the manufacturer of the aircraft of the need to attach such a plate prior to the permanent entry of the aircraft on an aircraft register with its transfer to the new owner. At present, although there is a provision for Canadian nationality and registration marks to be reserved for an aircraft, those marks may not be displayed on the aircraft before they are officially issued. This prevents manufacturers who have reserved marks from painting those marks on the aircraft while the rest of the aircraft painting is being done. This limitation introduces an added complication and an unnecessary delay into the aircraft completion process. The amendment to CAR 202.02 (Application for Issuance or Reservation of a Registration Mark) will allow reserved Canadian marks to be painted on a new aircraft as production is being completed. If the aircraft is registered on a foreign register, the Canadian marks must be covered until the aircraft is removed from the foreign register, placed on the Canadian register and the Canadian marks have been issued to the aircraft.

Also, the amendment will permit marks to be painted on an import aircraft and then covered (i.e. not displayed) so that the aircraft is not flying with Canadian marks openly displayed while it is still on a foreign register (e.g. while completing customer acceptance flights outside Canada). CAR 202.17 (Types of Registration) and CAR 202.37 (Importing an Aircraft), among other items, deal with the requirements for a provisional registration for an aircraft being imported into Canada. The intent of these requirements is that, if an aircraft is not registered in Canada or in a foreign state, the aircraft requires a provisional Canadian registration to be imported into Canada or to be transported from one location in Canada to another location in Canada.

The current wording, of CAR 202.17 implies that, even if the necessary process has been completed to place an import aircraft on the Canadian Civil Aircraft Register, that aircraft would still require a provisional registration for its entry into Canada. The amendment will clarify CAR 202.17 to correspond with CAR 202.37 in stating that a provisional registration is only required for importing an aircraft when that aircraft is not registered in Canada or in a foreign state. On the other hand, the current wording, of CAR 202.37 omits the requirement for a provisional registration if an import aircraft is being transported from one location in Canada to another location in Canada. The amendment to CAR 202.37 will add that requirement, which corresponds to the same condition in CAR 202.17. As well, a change to the heading introducing section 202.37 from Importing an Aircraft to Provisional Registration of an Aircraft will more accurately reflect the subject matter of this section. Electronic aircraft identification ("addresses") are broadcast by some types of sophisticated airborne location equipment, such as Mode S transponders, Traffic Alert and Collision Avoidance Systems (TCAS) and Emergency Locator Transmitters (ELTs). CAR 202.38 (Exporting an Aircraft) requires that such an address be removed from a Mode S transponder at the time of sale or lease before the aircraft carrying the transponder is exported. The amendment to this Regulation will extend this requirement to include the removal of such an electronic address from other avionics equipment which broadcast it.

For import export and safety and security of Canada civilization air polices includes following four polices: National Air Services Policy National Airports Policy International Air Policy Canada's Permanent Mission to the International Civil Aviation Organization Documents required for importer: Following are the key players in import process: The Exporter The exporter also known as the shipper or vendor is responsible for shipping the goods and generally supplies the documentation needed to send the goods to Canada. This includes the preparation of: Packing List Bill of Lading Commercial Invoice Canada Customs Invoice (CCI) Certificates of origin if applicable (e.g. NAFTA certificate of origin, Form A certificates of origin) These documents are given to the carrier who then presents them to the customs broker as selected by you. The Carrier The carrier is the person or company that transports the goods and is responsible for preparing a cargo control document (CCD) also known as a manifest, waybill or advice note to report the shipment to the Canada Border Services Agency (CBSA). The CCD is submitted by the carrier to the customs broker, along with the paperwork provided by the exporter. The carriers manifest is prepared from the shippers bill of lading.

The Customs Broker Customs brokers carry out customs-related responsibilities on your behalf. Customs broker services include: obtaining the release of imported goods (release)

arranging payment of the duties and taxes (accounting) paying carrier charges on your behalf obtaining, preparing and

presenting/transmitting the necessary customs release documents or data required by the CBSA and other government departments. arranging any OGD releases when required The Importer The importer of record, are responsible for payment of all duties and taxes to the Canada Border Services Agency (CBSA), the accuracy of the information presented to the CBSA, and are ultimately liable for any fines or penalties resulting from missing or inaccurate information.

Citizen is also responsible for ensuring you have all the necessary import permits and special certificates. In most cases, you will hire a customs broker to obtain this information on their behalf.

You are required to keep books and records to substantiate what goods were imported, the quantities, the prices paid, and the goods origin. These records must be kept in Canada, in either paper or electronic format, for six years plus the current calendar year. You can obtain written prior approval from the CBSA to maintain these books outside of Canada. If Customs chooses to audit these records outside of Canada, you must pay for all expenses (travel, accommodation, etc.) of the customs officers to travel to the location where the files are maintained.

Canada Border Services Agency (CBSA): Canada Border Services Agency (CBSA) is the government body responsible for ensuring compliance with Canadas trade and border legislation and regulations. It is also responsible for ensuring that all other government department requirements are met before goods are permitted to enter Canada.

All necessary customs documentation for imports into Canada are submitted to the CBSA for approval to release the goods into Canada. The CBSA reserves the right to deny access of your goods into the country, to search or request additional information on all goods imported into Canada.

The CBSA maintains a profile on all importers into Canada. This profile will impact: Your ability to participate in special CBSA initiatives designed to either simplify or speed the release of imports; and The speed of release due to examinations of import shipments.

Future CBSA Service Requirements: In the future, the CBSA will require that a carrier submit a cargo report, which includes the manifest and conveyance information electronically, prior to the shipments arrival. Each mode of transport has different requirements in terms of how far in advance of the arrival of the shipment you must submit the electronic information. Please refer to the table below. In the fall of 2005 Importer be required to provide complete release information electronically in advance, which will include the full 10-digit HS classification code on all commodities contained in the shipment.

The time frame to provide this information is shown below: Mode of Transport Goes into effect Documents required in advance of shipment arrival Marine April 19, 2004 24 hours Air Spring 2005 4 hours Rail Spring 2005 2 hours Truck Fall 2005 1 hou Other Government Department Requirements: The CBSA assists other government departments (OGDs) in the administration of their legislation as it relates to the importation, in-transit movement and exportation of various commodities through the management of over 30 different OGD government Acts and regulations. Some goods that are subject to OGD requirements may require permits and certificates and are subject to Customs examinations. Goods subject to OGD requirements cannot be released from Customs control until all required documents are produced and any necessary inspections are completed.

The following is a list of OGDs: Atomic Energy Control Board Canadian Food Inspection Agency (CFIA) Canadian Grain Commission (CGC) Canadian Heritage Canadian Wheat Board Environment Canada Canadian Wildlife Service (CWS) Fisheries and Oceans Department of Foreign Affairs and International Trade (DFAIT) Health Canada, Industry Canada International Boundary Commission Department of Justice Canada Natural Resources Canada

Transport Canada Custom documents required: Customs documents are any group of documents required by the Canada Border Services Agency (CBSA) Other Government Departments (OGDs) to accurately and completely identify goods that are being imported. Every country has its own specific rules and regulations regarding information and documents required. Any missing or incorrect information may cause shipment delays and other import issues. In order to import goods into Canada, the following documentation must accompany each shipment:

Additional Documents:
Certificate of Origin: A certificate of origin (CO) is a document submitted by an exporter to those countries requiring it, listing goods to be imported and attesting to their place of origin. The person who completes the CO must be aware of the legal requirements for origin evaluation and should be familiar with the manufacturing process and/or sources of supply.

The CO certifies the country of manufacture of the goods being shipped based on the evaluation of prescribed rules and is used to support the tariff treatment claimed on the customs accounting document (Form B3 - Canada Customs Coding Form).

Where countries have agreements (such as NAFTA) for favorable duty treatments for goods originating in specific counties, submission of a certificate of origin can assist in lowering or even completely eliminating duty on goods, thereby helping to increase your competitiveness in the Canadian market.

There are five main types of certificates of origin: NAFTA (North American Free Trade Agreement) CIFTA (Canada-Israel Free Trade Agreement) CCFTA (Canada-Chile Free Trade Agreement) CCRFTA (Canada-Costa Rica Free Trade Agreement) Form A Certificate of Origin from certain developing countries

Exporting goods from canadaAs transportation industry products like vehicles: Exporting Goods From Canada Documentation Requirements for Exporters Type of Goods United States Destinations (includes Puerto Rico and the U.S. Virgin Islands) All Other Destinations (includes goods moving through the United States to foreign destinations) Restricted goods, i.e. controlled, regulated and prohibited goods (regardless of value) permit, certificate or licence documents required by other government departments (if applicable) export declaration is not required Non-restricted goods export declaration is not required export declaration (for commercial goods valued at CAN$2,000 or more) permit, certificate or licence documents required by other government departments (if applicable) export declaration

Custom tariff: The Customs Tariff is based on the World Customs Organization's (WCO) Harmonized Commodity Description and Coding System (HS).custom tariff for transportation sector includes section XVII or harmonized code 86 to 89. For Vehicles, Aircraft, Vessels and Associated Transport Equipment (section XVII) tariff rates are below: 86: Railway or tramway locomotives, rolling-stock and parts thereof; railway or tramway track fixtures and fittings and parts thereof; mechanical (including electro-mechanical) traffic signaling equipment of all kinds 87: Vehicles other than railway or tramway rolling-stock, and parts and accessories thereof

88: Aircraft, spacecraft, and parts thereof 89: Ships, boats and floating structures The rates of tariff are described in Annexure of Vehicles, Aircraft, Vessels and Associated Transport Equipment.

1] Canada import requirements, produced by Livingston international inc., 2004 2] http://www.tc.gc.ca/eng/policy/acc-acca-menu.htm

Opportunities Overall Transportation network: All modes of transportation are under stress. For many years the transportation industries of Canada addressed their capacity issues through increasing efficiency by investing in new technologies, better information management, just-in-time deliveries, improved management practices and fuel efficiencies. User pay, payment for social cost, etc. while likely to correct some distortion in demand is also unlikely to alter the need for large investment. This has led to concentration on the need for investment as a solution. A limited number of border crossings and integrated gateways can be considered as potential opportunities for investment based on present trade flows:

Cross-border Corridors: Several sources have identified a second crossing at Windsor the world's single most important gateway for land trade as an immediate need. A few crossings have also been singled out as opportunities and projects have already been initiated such as: a new river crossing at the Detroit-Windsor Gateway; a fifth lane at the Niagara Falls QueenstonLewiston Bridge; an expansion at the Fort Erie -Peace Bridge; and a new extension of the Highway 15 NEXUS/FAST truck lane in Surrey, B.C. at the Pacific Highway Border Crossing. Other important border-crossings that could be potential opportunities for investment are: Sarnia-Blue Water Bridge, Lansdowne-Thousand Island, Niagara Rainbow Bridge and Cornwall crossing all in Ontario; and the Lacolle crossing in Quebec.

Asia-Pacific Gateway and Corridors This opportunity was recently seized upon by the Federal government when it announced Canadas Asia-Pacific Gateway and Corridor initiative. It committed $591m to the Gateway project. A total of $283m was committed immediately to the following infrastructure projects: the Pitt River Bridge and Mary Hill Interchange, Roberts Bank Railway Corridor Overpasses and Underpasses, Twinning of the Trans Canada Highway in Banff National Park, and South Fraser Perimeter Road. To optimize the potential and opportunities of Canadas Asia-Pacific gateway project other investments are needed in rail and road. In rail, British Columbias immediate

concerns include the inability of railways to handle projected growth over the next five years for example on the Calgary-Vancouver Corridor. Atlantic Gateway The recent $5.7b decision by Panama to widen the Panama Canal may create opportunities. The Premier of Nova Scotia is seeking federal backing of $400m for an Atlantic Gateway which includes improvement to the Port of Halifax and highway upgrades to NB.

Transportation related assets opportunity Other Non-Physical Assets: Opportunities exist for suppliers of terminal and related equipment. WESTAC suggest opportunities to meet the forecasted demand at: the new terminal at Deltaport, phase 2 of the Prince Rupert facility, Fraser River Docks and the Port's Richmond properties. Other Non-Physical Assets: Opportunities exist for both skilled and non-skilled labour. The forecasted national demand for new truck drivers per year until 2008 is 37,000, according to the Canadian Trucking Human Resources Council. Institutional: Opportunities for creating the right environment for investment include -changing the public perception that tax funds collected in transportation activities are not returned into the sector; creating neutrality and stability in taxation between modes and regions of Canada for a stable infrastructure investment program to develop, etc.

wikimapia.org/8911828/Bombardier-Transportation-INDIA-Ltd

Bombardier Case Study

Bombardier Transportation, a global major in railway transport, will start its manufacturing activity in India at Savli, Gujarat by the end of this year, reports Yogee Chotraney. The manufacturing plant will start with bogies by the fourth quarter of 2008, and metro cars by early next year for the Delhi Metro Rail Corporation (DMRC).

Bombardier has bagged a $700 million contract from DMRC to supply 424 Bombardier MOVIA metro cars. Bombardier India managing director, Rajeev Jyoti, said that around 600 people would be hired, along with 40 engineers, at the 160 thousand square meters facility. The work on the facility started in December 2007.

www.rediff.co

Bombardier, the Canadian aircraft maker, is set to make its mark in India's rapidly
growing commercial aviation sector. Four Q400 next-generation turboprop aircraft are being prepped at its facility in Toronto, to be handed over to SpiceJet in India at a ceremony this week, the first batch in the latter's order for 15 of the aircraft, with options for an additional 15.

For Bombardier Aerospace, the $8.6-billion division of the $17.7-billion parent company headquartered in Montreal, it will be the first major presence in the Indian commercial aviation market. As more Indian carriers look at servicing smaller centres, Bombardier is hopeful of leveraging that growing market to its advantage.

BOMBARDIER IN INDIA:
Railway vehicle manufacturing site in Savli, Gujarat Propulsion and control centre in Vadodara, Gujarat Software development centre in Vadodara, Gujarat An engineering centre in Hyderabad 4 sales and marketing offices in New Delhi, Mumbai, Calcutta, and Chennai A project office in New Delhi 4 depot offices in New Delhi

Opportunities:
The Canadian company offers three families of airplanes: The 70-80 seater Q400 turboprops, the 60-99 seater medium-haul CRJ jets and the mainline 100-149 seater Cseries jets, scheduled to enter into service in 2013. So far, according to Schmalz, Bombardier's footprint in India has been limited to a few CRJ aircraft. The company sees India as one of its most promising markets in the coming years. Company officials estimate airlines in India will need at least 600 aircraft over the next 20 years, noting the country leads the world's rapidly growing aviation markets in percentage growth, albeit from a low base. "We are talking to several Indian airlines about all our products and see plenty of nearterm and long-term opportunities," said Schmalz, though he declined to name any potential customers. At the Paris Air Show in June, officials from GoAir had said they were considering the Cseries aircraft for their airline. Schmalz listed Bombardier's advantages, saying the new C-series would burn 20 per cent less fuel than other models in its category. He also described the CRJ family as the 'most economical regional jets' and said the Q400 was very fast for a turboprop.

"In India, air traffic systems are very congested, so the speed of the Q400 gives its operators an advantage," he said. "It's a very exciting opportunity," said Brian Schmalz, director, marketing, commercial aircraft, arguing their planes would be a good fit for expansion of commercial aviation in India. "Airlines have largely focused on major cities so far and are now looking to connect with smaller cities. That's what Bombardier's product line is centred around."

Comparative position of Bombardier Company

Bombardier Its transportation division is headquartered in Germany. As the worlds largest rail manufacturer, Bombardier has 59 production and engineering Sites and 20 service centers in 25 countries. More than 100,000 of its rail vehicles are in use worldwide.

Alstom

Alstom started rail manufacturing in 1932 and is headquartered in France. The company developed Frances high-speed TGV in the 1960s and introduced the even faster AGV, with top speeds of 225 miles per hour. It is the second largest tram manufacturer worldwide, accounting for 22 percent of the $5.3 billion annual world market, and has delivered more than 930 vehicles. Alstom is also the second largest manufacturer of subway vehicles.

Siemens

Siemens designed and built the Maglev train in Shanghai, the only system in operation to date using this technology. In the United States, Siemens is building its S70 light rail vehicle in Sacramento, California.

Kawasaki other firm

and Kawasaki Heavy Japanese industries rail division has produced japanees more than 90,000 rail vehicles since 1906. Japans rail manufacturers are designing and building slower-speed trains individually. High-speed trains for domestic use, by contrast, have been built by a variety of consortia.

China Locomotive Northern Locomotive

South China

Corporation (LOR C). Nationally, CSR leads in the

& production of electric locomotives, high-speed electrical multiple units (EMUs), and some types of subway vehicles. CNR is strong in the production of diesel locomotives, very-high speed EMUs, and certain types of subway cars. Both companies are engaged in HSR manufacturing joint ventures with the leading international rail manufacturers via subsidiaries Changchun, Tangshan, and Sifang.