Bill C-305 (Historical)

National Public Transit Strategy Act

An Act to establish a National Public Transit Strategy

This enactment establishes a national strategy to promote and enhance the use of fast, affordable and accessible public transit in Canada.

National Public Transit Strategy Act

[The Speaker, Conservative, Andrew Scheer]

The House will now proceed to the taking of the deferred recorded division on the motion at second reading stage of Bill C-305.

The House resumed from June 20 consideration of the motion that Bill C-305, An Act to establish a National Public Transit Strategy, be read the second time and referred to a committee.

Public Transit

[Rathika Sitsabaiesan, NDP, Scarborough—Rouge River, ON]

Mr. Speaker, I also have a petition in support of Bill C-305, the bill to create a national public—

[Chris Charlton, NDP, Hamilton Mountain, ON]

Mr. Speaker, it is my pleasure to introduce a petition today signed by thousands of people from across the country in support of Bill C-305, which was introduced by my colleague, the member for Trinity—Spadina.

The petitioners call upon the Government of Canada to implement a public transit strategy so that we have a permanent plan to provide sustainable, predictable, long-term and adequate funding in order to increase access to public transit.

[Mike Wallace, Conservative, Burlington, ON]

Mr. Speaker, our government recognizes public transit as a key part of our communities. Since 2006, our government has invested close to $5 billion in public transit, more than any other previous government.

We recognize that municipalities are best suited to make their own transit infrastructure decisions. Our government's $33 billion building Canada fund is providing historic investments in support of several transit projects.

Additionally, our government has passed legislation that makes the gas tax fund a $2 billion annual permanent transfer to provinces and cities. This allows municipalities to continue to count on stable funding for their transit needs.

Tonight the House will vote on Bill C-305, An Act to establish a National Public Transit Strategy. Unfortunately, this strategy would fail to assist municipalities in delivering tangible results for the transit infrastructure priorities. On the other hand, our government continues to remain a strong, stable funding partner for our municipalities, and they can count on us to realize their transit goals.

[Jamie Nicholls, NDP, Vaudreuil—Soulanges, QC]

Mr. Speaker, I am pleased to present a petition about something that is important to many of my constituents: the need for a Canada-wide public transit strategy. This petition supports Bill C-305, which would establish a Canada-wide public transit strategy.

National Transit Strategy

[Olivia Chow, NDP, Trinity—Spadina, ON]

Mr. Speaker, I am presenting a petition on behalf of my constituents who join with over 70 organizations, city councils and mayors in support of a national transit strategy contained in my Bill C-305, which will be voted on this Wednesday.

National Public Transit Strategy Act

[Gerry Byrne, Liberal, Humber—St. Barbe—Baie Verte, NL]

Mr. Speaker, I am pleased to speak to the private member's bill, Bill C-305, concerning a public transit strategy.

While I appreciate, support and applaud the member for Trinity—Spadina. who proposed this bill, I would like to provide my own perspectives on the whole definition of transit and to arrive at a little bit of a comparison or at least a contrast to other public priorities related to transportation.

Investment in transportation infrastructure obviously is very important to a country as vast, as huge and as densely populated as Canada. Transportation infrastructure is a costly but necessary venture.

The substance of the bill deals with the conveyance of people on that infrastructure. It is about how we provide the means to convey people over an existing transportation network. It is the rail cars on the rail tracks. The transit portion would be the rail cars, the transportation infrastructure would be the rail tracks. The bill focuses in on the transit, on the conveyance of people and goods, but, most specifically, people.

It is worth pointing out that the needs of Canadians are ever evolving when it comes to transit, to transportation infrastructure, our cities modernized, but as well, the needs of our rural communities and our suburbs also change as well.

Often we look at public transit and we assume that it is necessarily a big city issue. In fairness, Bill C-305 does indeed seem to reflect that while there are notions or elements in which communities are invited to participate, generally speaking, this is about city transportation, city transit, intercity transit.

The needs are evolving because, as we know, the government of the day is not demanding the mass mobility of people in rural areas. With its employment insurance reform and conform requirements, it will be expecting citizens to travel up to one hour away from their principal homes to wherever employment may be. That may not seem such a daunting task for some, but when we consider that an hour's travel from a rural area could be over roads that are just not kept up, but, most important, from a transit point of view, travelling one hour's distance from one major city to the suburb of a city to inner city, s a transit system is available to convey those passengers.

For example, for the people of the lower north shore of Quebec to transit one hour's distance from their own community to where a potential job may be available, there is no transit system. It does not exist.

In my own home province and in my own riding, the community of Conche, for example, is a beautiful place, absolutely incredible in terms of not only the scenery but its people. Unfortunately, in the off-season and certain times of the year there are very few jobs. For them to transit just 28 kilometres away to the community of Roddington, for example, they would travel over a dirt road, but, most important, they are expected to do so with no transit system available.

For a single mother, a single person or for someone who is making a very small wage and does not have access to the means to buy a vehicle, that transit is not available to them and they do not have the means themselves.

If I were to make one point on this matter before moving on, it is absolutely essential that this Parliament be seized with understanding that the needs of not only transportation infrastructure but of transit requirements is constantly evolving and we are not keeping up.

While I applaud and will be supporting the private member's bill, I would implore that we look broader and deeper and think bigger when it comes to understanding exactly what the evolving transit needs are in our country. While this is a template and a blueprint for mapping out a strategy for larger cities and their suburbs, it is not an effective means or template for mapping out a strategy for the entire country.

I will also reflect on the fact that while transit is already in play, there are other types of transit systems in which the federal government has an active role. An example is the public transit between Îles-de-la-Madeleine, a small island in the Gulf of St. Lawrence and a beautiful part of the province of Quebec, and the province of P.E.I. One of the most significant communication links is not to the St. Lawrence Seaway but to P.E.I. There are other links between Îles-de-la-Madeleine and the port of Montreal but one of its most significant major points of conveyance is between the island and P.E.I.

This bill is about transit. It is about the conveyance of people, goods and services via a mode of conveyance that is supported by the public interest. This bill does not necessarily contemplate the inclusion of those concerns and those needs in with a public transit strategy. I would ask for consideration that the notion of what public transit is all about be broadened from that point of view.

I will also reflect on what the government considers to be public transit. It considers public transit to be that which is available to larger urban centres. However, the provision of a strategy within the transit system is actually funded or encouraged through taxation policy. The government does not actually commit to any public transit strategy that uses the public interest and the public purse to establish the means and mechanisms to advance the strategy. The entire public transit strategy, in the government's point of view, is simply to offset some of the costs to the individual user of that transit system through the taxation system. Specifically, the government grants what I and the majority of people would consider to be a relatively nominal tax rebate on a portion of a limited element of the total fee paid for that transit by the individual. While it is not objectionable, it does not go far enough. It is a very minimalist response to the true needs of the transit and of a transit strategy in this country to offer a 10% or 15% tax credit on payments that are already offered or already provided from the user when the benefits of that tax credit are not realized by the user until as much as 12 to 14 months after the expense has occurred.

It is one thing to talk about a transportation infrastructure strategy but it is another thing to talk about a transit strategy. If we do not have the means to move people because a transit system does not exist, then the availability of a tax credit to individuals seeking work, with the requirements of the pending new EI regulations of having to move up to an hour's distance away from their home communities, is just not valuable. It may be valuable to those who could use it, even with all of its limitations and lack of completeness, what we need in this country is a true strategy and it is, sadly, missing.

[Mike Sullivan, NDP, York South—Weston, ON]

Mr. Speaker, I want to congratulate my colleague from Trinity—Spadina for having the tenacity and the doggedness to push ahead with the decision by this party to support a national public transit strategy across this vast land of ours, not just in urban centres but in rural Canada as well.

At the transport committee we conducted a study of a national public transit strategy. Unfortunately, government members opposite decided that they did not want a strategy, so they changed the name of the study, after it had been completed, to a study of public transit, which is an indication, I am afraid, of the government's current mentality when it comes to public transit.

We need a public transit strategy in this country. One has to look no further than Toronto to understand why a strategy is essential. We had a situation in which a political decision was made, not a public decision. The political decision was to build subways in areas where they are currently being very lightly used and to fill in a hole where a subway was being built.

Tragically, that hole is being dug up again. We have spent probably 200 million public dollars by digging a hole, filling it in, and now digging it again, all because of changes in government.

Public transit is a 200-year investment. It is not a four-year investment, as many government members would have us believe. “Is it going to get me re-elected in four years' time?” is the only question they care about.

It is a 200-year investment, and we need thinkers who think in 200-year timeframes, as the people who built this country did when they installed railroads across this country 160 years ago. The bridge over the Humber River that crosses into my riding was put there 158 years ago, and it is still standing and still carrying trains. It is actually being added to, not being torn down; it is being rebuilt to carry more trains, which brings me to the next piece of the folly of not having a strategy.

In the early 1990s the Ontario government, which was at the time an NDP government, decided that there was a need for more public transit in Toronto. The government started a big series of projects to build transit. The Conservative government that took over in 1995—and some of the members opposite were in that government—decided to cancel most of that public transit investment and filled in the holes that had been dug.

The City of Toronto, realizing that it needed transit, asked the federal government to come forward and help build a subway to the airport. What did we get from David Collenette and the federal Liberals? We received a rapid transit line in the form of a diesel train that was going to be only for business passengers. It was going to be incredibly disruptive and incredibly expensive, and it was not real public transit. However, he told us not to worry, since not one nickel of public money would be spent on the train.

The trouble is, here we are, 13 years after the promise that it would not be public money, and the $1.5 billion investment that we received, some of it from the federal government, will not do anything to improve public transit in the city. We are spending $1.5 billion to build a train to the airport that will only be used by a relative handful of people. We will be the only major city on the planet that runs diesel trains to its airport from downtown.

All the people I have talked to who live along that line have unanimously agreed that to build diesel trains in such incredible numbers is not smart transit. Not only can they not use it, because it is only for the well-heeled, and not only can they not access it, because it will not stop anywhere along the route, but It will also pollute tremendously in every part of Toronto. A total of 464 diesel trains will be whizzing by neighbourhoods in ridings just south of mine. There will be over 300 in my riding, many of which will be running to the airport.

The government said, after a “thorough” environmental assessment, that a new diesel fuel is out there, a better and cleaner diesel, and that we would just run with that.

The public wants electric.

That is part of what a national public transit strategy could give us: a direction from the government so that transit would be funded in an intelligent way, in a way that does not pollute, in a way that actually gives people public transit they can use and in a way that is healthy.

It is remarkable that today the World Health Organization has released a report that now lists diesel exhaust as a carcinogen in the same category as asbestos, arsenic and mustard gas. The provincial government—with some money from the federal government, as there is a considerable amount of federal money in this project too—is going to expose people and their children to the proven carcinogen of the diesel exhaust coming from literally thousands and thousands of trains a year.

That is not smart transit.

We should, in all rights, go back to the drawing board with the environmental assessment, but what is the government doing with environmental assessments? It has decided that human health should not be part of environmental assessments. The only thing an environmental assessment should look at from the federal perspective, because schedule 2 is missing, is whether aquatic wildlife, species at risk, or fish are harmed. Humans do not matter.

That is wrong.

It is for that reason that we need a strategy. It is not just to make sure that we are spending our scarce public transit dollars effectively or to make sure we are not doing it in a wasteful way; it is to make sure we are doing it in a way that does not actually harm the health of humans, of the people who vote for us.

For that reason, I am supporting Bill C-305, and I would urge the members opposite to think long and hard about supporting this bill as well.

[Robert Aubin, NDP, Trois-Rivières, QC]

Mr. Speaker, it seems to me it has been a long time since I said I was pleased to rise in this House to address Bill C-305. I see this legislation as a breath of fresh air after the debates that we have had over the past few weeks, and particularly before the marathon session that will begin in the next few hours, if not minutes.

This legislation is refreshing because it has been a long time since we had a bill that presents a vision for the future, a bill that takes Canada into the 21st century, where it should be.

I want to point out, because this is somewhat funny, that while we are often presented with statistics from the OECD to boast about Canada's place in the world, our country is the only OECD member that has yet to adopt a public transit strategy at the national level.

What are the objectives of the national strategy proposed in the hon. member's bill? They are very simple and quite appropriate: to have fast, affordable and efficient public transit in Canada.

We have to be aware of the time lost by people because of traffic congestion. According to a study that I read recently, over a period of one year, a worker in a large urban centre like Montreal or Toronto spends the equivalent of about 32 working days in his car, commuting to and from work. This time could be reduced significantly with a fast, affordable and efficient public transit system.

We must make the necessary investments. I emphasize the word “investments”, because I think one of the main differences between the Conservative Party and the NDP is that the NDP sees the development of a true public transit strategy as an investment instead of an expenditure. It may cost us in the short term, but the return on the investment will be significantly greater than the money spent.

The Conservatives will likely tell us that financial support for transportation infrastructure is increasing every year, and I am not disputing that. However, the growing needs are outpacing this infrastructure more and more rapidly. Child-rearing incentives, particularly in Quebec, have created a mini-baby boom, which means that the population of Canada is growing fairly rapidly and that the need for public transit is critical.

I would like to add that the younger generation is increasingly aware of the importance of adopting a greener approach to the economy and to transportation. The new generation is sending a message to all the slightly older generations, such as the one I belong to, that significant efforts must be made to reduce greenhouse gas emissions. Of course this involves a public transportation system that is more effective at every level: public transit within municipalities, within the provinces and even between provinces. I will have the opportunity to elaborate on that later.

So what are the fundamental elements of this policy that we want to see implemented to enhance the development of this country's public transit system? First, we must ensure that we have predictable, ongoing funding. The various stakeholders that have to deal with the problem of public transportation must have a vision for the short, medium and long term. In order for that to happen, they have to be able to count on predictable, ongoing funding.

We have to invest in research and development. For the past few weeks, I have had the pleasure of serving on the Standing Committee on Transport, where we have been studying new transportation technologies. Witnesses appeared before the committee and explained in very clear terms the changes that could be made if we had a little more support for research and development.

We should encourage the different levels of government to work harmoniously together. We know that transit is a municipal, provincial and interprovincial matter, and one day we will have to sit all the players down at the table so they can harmonize their policies, share their successes and, together, set a course for the future.

We should also develop greater synergy between urban development and infrastructure. The positive outcomes of this type of policy are just as straightforward as they are simple, and they are expected by the vast majority of the population. First, there is a quick and effective decrease in greenhouse gases. For every bus put on the road, for every suburban train, for every interprovincial transit ride, hundreds or even thousands of cars are taken off the road. The means of transportation, together with industry, are the greatest emitters of greenhouse gases. This is a clear, straightforward, specific and quick way to optimally decrease greenhouse gases.

We can also expect improved health outcomes. Studies have shown that, in big cities, traffic congestion has a direct effect on respiratory diseases and on people who are more severely affected. More public transit means lower greenhouse gas emissions; lower greenhouse gas emissions means lower health care costs related to respiratory diseases.

Take my own case, for example. I live in the riding of Trois-Rivières, which is populated densely enough to have a public transit system and has excellent rail infrastructure. We have a magnificent station, but the train does not go there anymore. If I want to travel between Ottawa and my riding every week, I have to go by car.

Imagine if we had a high-speed train. By high speed train, I do not necessarily mean TGV technology. A high-speed train would enable people to travel from one major centre to another within a reasonable period of time. It would also help people save time because they can work while using public transit. For example, there are bus routes that now offer Wi-Fi connections to all passengers. More and more people who work for small, medium-sized and large businesses are choosing this option because they want to make the most of their working hours.

People in my riding are very optimistic that rail services will come back to Trois-Rivières, high-speed rail at that, regardless of which technology is chosen.

Several organizations have confirmed that this bill is a step in the right direction. I will read some quotes quickly because time is short.

The Canadian Urban Transit Association said:

...the Canadian Urban Transit Association (CUTA) has always been supportive of a strong participation of the federal government in public transit. Indeed, we believe that close collaboration between all orders of government is essential in addressing the challenges our communities are facing when it comes to offering sustainable mobility options...In order to adequately respond to the growing demand for public transit, communities must develop long-term plans with the support of their local, territorial, provincial and federal governments.

That is in keeping with what I was talking about just a few minutes ago.

I believe that I am running out of time, so I would like to share some statistics that I believe are important and that demonstrate that this truly is a policy for developing and investing in the future, and that this is not about spending and putting band-aids on wooden legs, as we see too often with existing policies.

Canada's transportation industry represents 45,000 direct and 24,000 indirect jobs. Imagine creating growth within this investment sector, and we can already see how the government could quickly and easily see a return on its investments.

Earlier I mentioned 32 days being spent in a car. That is $6 billion in costs related to workers arriving late to work because of traffic jams. We are talking about $115 million in health care savings.

Once passed, the bill will bring together the Department of Transport, provincial transport ministers, municipalities, transit authorities and aboriginal communities to design and establish a national public transit strategy to meet the needs of our communities. The result of this collaboration would be brought before the House of Commons.

That is what we hope to see as quickly as possible.

[Mylène Freeman, NDP, Argenteuil—Papineau—Mirabel, QC]

Mr. Speaker, I am pleased to rise today to support the hon. member for Trinity—Spadina's bill to establish a national public transit strategy.

The rising economic cost of congestion and traffic delays, under-financed transportation networks close to their capacity limits, and our growing population all point to one thing, that in order to move Canada forward we need a national public transit strategy.

The gap between available funding and infrastructure needs is growing and our communities need reliable and sustainable federal investment in public transit. This bill would secure a permanent investment plan for public transit and innovation research, thereby creating the predictability and stability in funding that lower levels of government need in order to take action.

I was at the FCM conference a few weeks ago, where I kept hearing over and over again from mayors that what they needed was plan-based, long-term and predictable funding.

Canadians living in rural communities have different transportation needs than those living in urban centres. I am proud to see that my colleague's bill, Bill C-305, responds to the needs of Canadians living in rural areas.

My riding of Argenteuil—Papineau—Mirabel is made up of 42 municipalities, the vast majority of which are small communities far from urban centres. The lack of public transportation is a major problem for these people who live outside the larger urban centres and who are cut off from necessary services if they do not have access to a vehicle. This makes getting to work too costly and sometimes even impossible.

My colleague's bill also makes planning possible across the different modes of transportation. A number of excellent public transit projects are being implemented in Canada. This plan would make it possible to ensure that these projects are completed effectively and efficiently and that they work together.

The bill would mean better public transit, which is vital to the movement of people and has immeasurable social, environmental, economic and health benefits. Investment in public transit creates jobs, fuels economic growth, contributes to clean air, lowers greenhouse gas emissions, decreases congestion and reduces the pressure for more roads.

Transportation in rural communities is a matter of health and fairness. Last fall, during a meeting of the Standing Committee on Transport, Carolyn Kolebaba, the vice-president of the Alberta Association of Municipal Districts and Counties, was passionate about how a public transit strategy extended to rural areas could help reduce poverty and greatly improve life for people who cannot afford to own a vehicle. A good public transit service would allow them to participate fully in the life of their community.

What is more, there is currently a health crisis in my riding. There are truly very few health professionals available to serve the remote communities. We are seeing that in Argenteuil, where eight doctors have left the health and social service centre in the past few months. According to the Society of Rural Physicians of Canada, in 1991, 14.9% of Canadian doctors were working in rural regions. However, by 1999, that number had plummetted to 0.79% and it is estimated that it will continue to drop to 0.53% by 2021.

In the meantime, the population across Canada is aging and my riding is no exception. Access to public transit is an important solution for providing seniors with access to the health care system, at a time when they might no longer have access to a car of their own.

People with reduced mobility also frequently rely on public transit for their work and community life and in rural areas their needs are pressing. Transportation can make the difference between their isolation and dependence on loved ones, and their independent and healthy involvement in their community.

The lack of public transit is also an obstacle for young people who want to pursue higher education.

These young people should not have to choose between leaving their home regions to pursue higher education and abandoning their studies to remain in their regions.

In my riding, for instance, many students who complete their studies at the Polyvalente Lavigne high school want to study at the Cégep de St-Jérôme. Since transportation is currently very expensive, the RCM is doing everything it can to serve those students. But the RCM needs a lot more support in order to ensure that these students have access to transportation.

The Papineau region is facing the same problem: students are going to Gatineau to study at the UQO. The same thing is happening in the Mirabel region: students are going to study in Montreal. These young people need public transit so they can live at home and still make ends meet.

An effective public transit system, whether by bus or by train for longer distances, would not be an extravagant indulgence. Indeed, it would be an excellent way to keep the lifeblood of our rural areas where it belongs.

This bill can help everyone in my riding in several ways. For instance, a high percentage of workers from the city of Mirabel commute every day between Mirabel and Montreal.

We know the government has studies in its possession showing that daily commuting and traffic have a negative impact on workers and on the environment.

According to a Statistics Canada study done in 2001, approximately 4.8 million workers in Canada, or one-third of all workers, cross municipal boundaries to go to work. Another study done by Statistics Canada in 2010 shows that, for many workers, commuting daily to and from work is a major source of stress and frustration. It is also a waste of time and a waste of potential productivity for them or of time that these workers could have spent at home with their children.

Traffic congestion is a major problem that reduces productivity and, by contributing to pollution, endangers public health. However, there is a simple and accessible solution to reduce workers' stress and solve the environmental problem caused by all this inefficient travel: an affordable, practical and efficient public transit system.

Public transit is not just a solution for public health, for greater fairness and for the protection of the environment; it is also the solution to a major economic problem.

According to a 2006 Transport Canada study, the annual cost to Canadians of chronic congestion in urban and peri-urban regions is somewhere between $2.3 billion and $3.7 billion. These figures are from 2002. The problem of traffic congestion has only gotten worse since. Over 90% of the congestion costs relate to the time lost by drivers and their passengers.

We cannot let workers get stuck in traffic for hours every day. And we cannot ignore this issue by dumping it onto the provinces and municipalities, as this government is doing.

What we have before us is a good bill, both from a collective and an individual point of view.

I am going to conclude by congratulating the hon. member for Trinity—Spadina on this important legislation to promote public transit. I also want to thank the Speaker for giving me the opportunity to address this issue.

I hope all hon. members will support Bill C-305.

The House resumed from October 26, 2011, consideration of the motion that Bill C-305, An Act to establish a National Public Transit Strategy, be read the second time and referred to a committee.

Corrections and Conditional Release Act

[Chris Charlton, NDP, Hamilton Mountain, ON]

Mr. Speaker, I understand from the member for Trinity—Spadina that there have been discussions and there is unanimous agreement for the following motion: that notwithstanding any Standing Order or usual practice of the House the hour for private members' business today be cancelled and the order for the resumption at second reading of Bill C-305, an act to establish a national public transit strategy, be dropped to the bottom of the order of precedence on the order paper.

Public Transit

[Olivia Chow, NDP, Trinity—Spadina, ON]

Mr. Speaker, I am presenting a petition on behalf of petitioners in my riding.

The petitioners call upon the Government of Canada to support my Bill C-305 and to enact a Canadian public transit strategy. They desire a fast, reliable, accessible and affordable public transit system across Canada. They want the federal government to provide a permanent investment plan to support public transit, establish a federal funding mechanism for public transit, and work together with all levels of government to provide sustainable, predictable, long-term and adequate funding for public transit.

[Jamie Nicholls, NDP, Vaudreuil—Soulanges, QC]

Madam Speaker, I would like to speak more about the Champlain Bridge and public transit on the bridge.

As we know, the Champlain Bridge is federally owned but, clearly, the provincial and municipal governments involved want to see public transit on the bridge, particularly in the form of light rail.

We are being asked why the NDP talks so much about public transit. We currently have a national strategy. Bill C-305, which promotes a national public transit strategy, has been introduced in the House.

Why are we talking about public transit and, in particular, public transit on the Champlain Bridge? In short, it is because of the competition, the economy and the economic spinoffs that are generated by public transit.

What are the economic spinoffs for the greater Montreal area? Public transit provides 13,000 jobs on the island of Montreal and injects a billion dollars into that economy. The federal and provincial governments collect $300 million a year from public transit alone. In addition, 50% of parts for the manufacturing of personal cars are imported, compared to 10% of parts for public transit vehicles. This means that 90% of the parts used in public transit vehicles are produced here in Canada, which represents major economic spinoffs.

There are other, non-economic spinoffs as well. Promoting a transit system reduces the cost of public transit. The cost per unit for one personal automobile is two to three times higher than for public transit. That is a saving of roughly $570 million a year. Transit provides stimulus to family homes because it enhances consumer power and gets people around to major centres more easily and more efficiently.

There are many economic spinoffs related to public transit. We want to plan well in order for public transit to use the bridge and boost the economy in the greater Montreal area. We believe that, with a strategy in place, we can generate healthy economic spinoffs.

National Public Transit Strategy Act

[Mylène Freeman, NDP, Argenteuil—Papineau—Mirabel, QC]

Mr. Speaker, I am pleased to speak in the House today in support of Bill C-305 introduced by the hon. member for Trinity—Spadina to establish a national public transit strategy. Canadians living in rural communities have different transportation needs than those living in urban centres, and I am proud to see that Bill C-305 responds to the needs of Canadians and Quebeckers living in the regions.

My riding of Argenteuil—Papineau—Mirabel has at least 42 municipalities, the vast majority of which are small communities. There is a serious lack of public transit outside the larger centres and people who do not have access to a vehicle are cut off from necessary services.

This bill establishes a national public transit strategy that will make planning possible across the different modes of transportation. It will improve the quality of life of my constituents by making services more accessible, by making transportation to work and school easier and more accessible, and even by creating jobs.

I will be pleased to talk about that the next time we debate Bill C-305 in the House.

[Dan Albas, Conservative, Okanagan—Coquihalla, BC]

Mr. Speaker, I would first like to compliment the member for Trinity—Spadina for her passionate introduction to this bill. I know that the member has put a great deal of effort into this subject and in bringing forward this bill. I have read the information that the member was kind enough to send to my office and I have some concerns.

I believe it is important to first give consideration to how public transit is working for Canadians today. Although I am still new to Parliament, the advice that I seek from many of my experienced predecessors is always to exercise caution. We must be careful in attempting to resolve one challenge that we do not inadvertently create many new challenges.

When I look at Canada's economic action plan, it has clearly been very successful, thanks in large part to our partnership with the provinces, territories and municipalities across this great country. Like the member for Trinity—Spadina, I am also a former city councillor. Local government understands its unique community challenges and the solutions that it can afford. It is important to have flexibility to meet the individual needs of provinces and municipalities.

I note that the member for Trinity—Spadina has reflected this language within parts of Bill C-305. In clause 3, for example, the member uses language only to the benefit of one province, however, and not equally to the others. I would humbly submit that the success of being able to recognize the unique nature of provincial jurisdiction for all provinces is equally very important because we must not forget that there is only one taxpayer paying the bill.

I believe that the success is in the results and the achievement of Canada's economic action plan has occurred for a reason. The reason is because Canada's economic action plan created partnerships that recognized the unique jurisdiction of every province and their respective local governments. Those agreements allowed Infrastructure Canada to invest $10.6 billion into roughly 6,400 infrastructure projects all across our great nation. These funds, when combined with the contributions of our funding partners in provincial and local governments, created a $30 billion injection into our local economies.

These unique partnerships allowed our provinces and municipalities to decide how best to improve local public transit systems within their own jurisdictions. Cities like Langley, Calgary, Guelph, Oakville, Ottawa and Montreal have received federal investments in their public transit systems that will create better commuting options. However, these options are different and unique. They might be in the form of light rail systems, hybrid electric buses, and new and improved transit facilities. In my hometown, more energy efficient buses were purchased.

We should also recognize that since 2006 our government has invested close to $5 billion in public transit infrastructure across Canada. This has resulted in over 100 public transit investments in transit infrastructure as a result of the gas tax fund. The importance of the gas tax fund for transit investment is evidenced by the fact that a large number of cities have directed either all or a very large portion of their federal gas tax allocations to public transit. However, for smaller rural communities, public transit can also mean upgrading a public walking path, as was done in the community of Okanagan Falls in my riding of Okanagan—Coquihalla.

Once again, it is important to work with the provinces in a manner that recognizes unique provincial jurisdictions and the individual needs of local government. This is why our government works in collaboration with the Union of British Columbia Municipalities and the Association of Municipalities of Ontario to administer the gas tax fund in British Columbia and Ontario, respectively.

Six of Canada's largest cities, Toronto, Vancouver, Ottawa, Montreal, Calgary and Edmonton, invest over 90% of their gas tax fund allocations in public transit. This means we are already working with our partners to support transit initiatives in a very positive and successful manner.

Our government recognizes that transit needs vary widely in Canada, just as they differ widely in my own riding. This is why we create partnerships with provincial and local governments. These unique relationships provide for flexibility. The needs of larger cities may well differ from those of mid-size cities, such as Brampton, Kitchener-Waterloo, Red Deer or Kelowna.

For a retirement community, low floor buses and upgrades to bus stops for increased accessibility may be a priority. Whereas in West Kelowna, a rapid bus program now takes students from that community to the University of British Columbia's Okanagan campus in times never before thought possible.

This was part of a unique $20 million investment jointly funded by our government and our partners. These are just a few examples of our investments and unique partnerships that are successfully increasing public transit and infrastructure programs all across Canada.

It is important to note that our government is also taking a lead role in other areas. For example, the federal government offers a tax credit to help cover the cost of public transit. This helps make public transit more affordable for individual Canadians.

We are also supporting public transit infrastructure through targeted initiatives such as the $10 million ecoMOBILITY program. This program provides financial support to municipalities and regional transportation authorities for transportation demand management projects that reduce greenhouse gas emissions.

In addition, several federal departments, agencies and crown corporations work in partnership with other levels of government and stakeholders on activities which support transit. Research and development, capacity building, and the use of technology and best practices are all part of that.

For example, the West Kelowna rapid bus program, that I mentioned earlier, features buses that are equipped with technology that extends green lights at intersections, allowing them to keep moving instead of stopping.

Soon, many stations will have digital screens providing passengers with real time schedule information. I should also mention that our government, together with representatives from provincial and territorial governments, is a member of the urban transit task force.

The task force is a forum for collaboration on urban transportation issues of common interest. Clearly, a broad and unique approach to long-term infrastructure planning for public infrastructure, including public transit, is important.

In budget 2011 our government indicated that it will continue working with key infrastructure partners now and in the future.

Key stakeholders, such as the Federation of Canadian Municipalities and the Canadian Urban Transit Association, have already expressed their interest in working with our government. It is important to continue to work collaboratively with our partners to deliver the $33 billion building Canada plan.

I am also supportive of our recently tabled government legislation to make the gas tax fund permanent at $2 billion per year. This means that municipalities can count on this stable funding for their transit and infrastructure related projects.

In summary, I believe that our government has demonstrated a commitment, including funding, that works with the unique needs of our municipalities, provinces and territories. These partnerships create accountability to taxpayers as they recognize the unique jurisdiction of the provinces and local governments to partner in a manner they can afford in support of projects they deem as priorities. Public transit is important, and we as members of Parliament must work together to ensure that the needs of Canadians are met.

I would like to applaud the member for Trinity—Spadina for raising such an important subject in Bill C-305.

While I believe it is important that we continue to build on our past accomplishments and work with our partners to identify the priorities of the future, we must do so in a manner that recognizes that Canada is a diverse country, and it will be partnerships that can individually recognize the unique needs of individual provincial jurisdictions and local governments that achieve these important objectives.

As a result, I cannot support Bill C-305. I am nonetheless grateful for the opportunity to stand in the House to highlight the importance of working with our partners, and to continue to build on our government's unprecedented success in creating partnerships that result in projects that Canadians can count on and afford.

[Fin Donnelly, NDP, New Westminster—Coquitlam, BC]

Mr. Speaker, I rise today to speak in support of Bill C-305, An Act to establish a National Public Transit Strategy.

I would like to commend my colleague, the member for Trinity—Spadina, for all the hard work and dedication that she has invested over the years on this tremendously important topic.

The proposed bill provides a strategy for long-term, permanent investment in public transit funded by the federal government. It also fosters co-operation between the various levels of government in order to ensure sustainable, predictable and adequate resources for the transit needs of all Canadians. Additionally, it establishes accountability measures that ensure governments collaborate to increase access to public transit.

For too long, Canada has been the only G8 country lacking a consistent, long-term investment strategy to maintain and expand public transit. As a result, Canada lags behind other nations in terms of providing its citizens with public transit options that are affordable, accessible and convenient.

The government must provide Canadians with the tools they need to broaden the scope of transit projects. The public has demonstrated a strong desire for greater transportation choices and is willing to take action and fund public transit.

Public transit is a vital resource for many communities. Its value extends beyond the simple movement of people and goods. Public transit provides environmental benefits as well as long-term social, health and economic benefits. The issue of climate change and of the need for healthy liveable communities must be at the forefront of this debate.

The implementation of a national transit strategy is anticipated to reduce greenhouse gas emissions by 2.4 million tonnes a year. This means an annual electricity savings equivalent to the amount used by a city the size of Saskatoon. It allows us to reduce our dependence on oil and gas, a non-renewable resource, whose price will only continue to rise into the future. Reducing CO2 emissions will allow future generations to benefit from our vast natural resources, pristine wilderness, diverse ecosystems and thriving communities.

Public transit saves $115 million a year in health care costs related to respiratory illnesses. As populations increase, a focus on health and prevention is vital.

An effective transit system is also a pillar of our economy. It is estimated that the economic benefit of Canada's existing public transit system is about $10 billion a year in savings through reduced vehicle operating costs and the reduction of traffic accidents. In addition, the transit industry employs over 45,000 Canadians and creates an additional 24,000 jobs indirectly. These statistics are not insignificant, especially in these difficult economic times. By investing in public transit, Canada also has an opportunity to create green jobs for its citizens.

We need to work with municipalities, provinces and territories to provide the predictable, adequate and long-term funding necessary to fill the critical gaps in our transportation networks. Responsibility for transportation should not be off-loaded to local and regional jurisdictions that are already overwhelmed by these demands, such as what is happening in the Lower Mainland. Community planning needs to be conducted comprehensively and effectively, not piecemeal.

I urge the federal government to take a leadership role in ensuring effective public transit planning across the country. This means meeting the challenges of urban communities by building and maintaining inner-city bus and rail lines. This means establishing accountability measures that ensure all levels of government work together to increase access to public transit.

Public transit investment creates jobs for Canadians and fuels the local economy. It contributes to cleaner air by lowering greenhouse gas emissions and decreasing congestion. It reduces the pressure to build more roads and helps to create more liveable communities. Bill C-305 is our opportunity to work together and solve an issue that affects so many of our constituents.

Far too many times I have heard from constituents who wait for a bus for too long or, in some cases, for a bus that never arrives. Transit service in my community in New Westminster—Coquitlam and Port Moody is inadequate.

Projects aimed at improving public transportation, such as the proposed Evergreen Line in my riding, have experienced countless delays. The Evergreen Line is anticipated to service 70,000 passengers a day, reduce 4.7 million tonnes of greenhouse gas emissions and other air contaminants emitted by cars, and provide 9,000 construction jobs.

The project was first proposed in 1993, almost 20 years ago, and yet we still struggle to fund the $574 million gap for this community-enhancing project.

Canadians cannot afford to wait for essential transit services any longer. Communities across the country face similar challenges and require similar supports. The Evergreen Line is only one of many projects that a national transit strategy would help address.

The current government has failed to keep pace with municipalities and Canadians' growing demand for public transit. For example, 35% of current necessary infrastructure investments in rapid transit lines remain unmet. Funding is also falling short in stock rehabilitation and replacement, maintenance facilities, and advanced technology investment.

The Canadian Urban Transit Association estimates that Canadian public transit systems face an $18 billion funding gap in transit infrastructure needs between 2010 and 2014. The adoption of a national transit strategy would ensure that resources allocated to transit would be used in the most efficient manner possible. A national transit strategy would also go a long way to ensure our communities are healthier and more livable.

The national public transit strategy act is about securing investment in key areas within the country. It would create jobs, improve commute times, help the environment, and allow our cities and communities to plan and implement the public transit projects that they need.

The act would bring together the Minister of Transport, provincial transportation ministers, representatives of municipalities and transit authorities, aboriginal communities, and many others to design and establish a national public transit strategy to meet the needs of our communities.

The objective here is to move away from unstable short-term funding programs in favour of providing secure infrastructure planning for the future. The aim is to foster more effective co-operation among all levels of government and transit networks directed by clearly defined national and provincial objectives.

A national transit strategy would increase collaboration to provide better data collection research and to better integrate transportation systems to capture important synergies between urban development and infrastructure, and to pay greater attention to the integration of land use.

A national transit strategy would ensure better performance measurements to ensure value from investments and to improve future planning. A national public transit strategy is well supported by many people; for example, Berry Vrbanovic, president of the Federation of Canadian Municipalities, and the Canadian Urban Transit Association.

Mayors and municipalities across Canada, from Charlottetown to Toronto to Winnipeg to Vancouver, are all calling for a commitment from the federal government for public transit. Feedback from Canadians echo these sentiments.

Affordable, efficient and well-organized public transportation networks in cities across our country are vital to ensuring Canada's success in the 21st century.

We must work together to ensure that these needs of our citizens are adequately met and that we are prepared to meet the challenges of tomorrow. By adopting a national public transit strategy, we would protect our environment, improve the health of Canadians, and create more livable communities.

I urge all members of the House to consider the great need in our country for a national public transit strategy and I call on my colleagues on both sides of the House to support Bill C-305.

[Olivia Chow, NDP, Trinity—Spadina, ON]

moved that Bill C-305, An Act to establish a National Public Transit Strategy, be read the second time and referred to a committee.

Mr. Speaker, today millions of Canadians were left behind. They were stuck in traffic or they just could not squeeze into the subway car, or the bus was full and did not stop for them. The millions of Canadians who were left behind were on their way to work, to school, to shop, to play, or to take care of their families.

Millions of people across Canada have been left behind: in big cities like Montreal, Toronto and Vancouver, as well as in small towns and villages.

Millions of people were left behind because Canada is falling behind on public transit. We are falling behind the rest of the world. All other G8 countries have a national transit plan, not Canada. Most have predictable capital funding, not Canada. Most have transit-related research and development funding, not Canada. Most have recognized the essential importance of transit in this day and age as a national priority, not Canada. We are falling behind. We are failing to invest where it counts and it is costing us dearly.

In 2006, five years ago, traffic congestion in the Toronto and Hamilton areas alone cost $6 billion in lost productivity; $6 billion five years ago and the congestion is much worse now than it was ever before. Canadian cities are now among the worst in the world.

Add to those costs the cost of traffic accidents, wasted fuel and lost opportunities. Billions and billions of dollars every year go up in smoke with nothing to show for it but bad air and road rage. Those are a lot of bucks. We can do better. We must do better. What is required is resolve and leadership.

With the national transit strategy set forth in this bill we have the chance to show that leadership and move Canada forward. If we do so we will have a positive impact on the lives of all Canadians. There is an urgent need for national leadership, so let us not miss the bus this time. Let us not pass the buck and say that public transit is not the jurisdiction of the federal government. Let us take the lead.

Here are some wise words on jurisdiction: “The national transit strategy would mean the leadership to align a common vision and the opportunity for all three levels of government to work together and define the roles, responsibilities and priorities of each jurisdiction”. Those are not my words. They are not words from the NDP. They are not the words of a federal politician. Those are the words of Her Worship Hazel McCallion, the legendary mayor of Mississauga. Those words were in a letter she wrote to me a few weeks ago in support of this national transit strategy bill.

It is interesting that Hazel McCallion was just ranked number one in a Canadian poll as the most popular mayor. Naheed Nenshi, the major of Calgary, is number two. He is the Prime Minister's mayor and he supports a national transit strategy. Gregor Robertson, the mayor of Vancouver, is number three and he too supports a national transit strategy. These mayors are all in touch with their constituents. They all know what is needed.

Here are some more words: “We would encourage all parliamentarians and all parties to support the creation of a national transit strategy” They are not the words of a big city mayor. They are the words of the mayor of Grande Prairie.

The mayor of Winnipeg said that this provides an excellent framework for a national transit strategy. He was talking about the bill.

On the east coast, the Charlottetown city council supports the bill for a national transit strategy. That endorsement is echoed in all parts of the country, the transit authorities of London, Ottawa, Kelowna, the Saskatchewan Association of Rural Municipalities, the Alberta Association of Municipal Districts and Counties , the Association of Municipalities of Ontario, the Federation of Canadian Municipalities which represent over 2,000 cities large and small, from coast to coast to coast.

Business groups such as the Toronto Board of Trade, and just today, the Victoria Chamber of Commerce, are on board.

There is a reason that all these great community leaders, business groups and ordinary Canadians are crying out for us to act. Transit is important; in fact, it is vital.

It is hard to imagine anything else that could touch the lives of so many Canadians in so many positive ways in every part of our vast country every single day in every season of the year. People going to work are affected every day, as are students going to university, parents trying to get to the daycare centre before it closes, seniors going shopping or to a doctor's appointment, as well as teenagers going to a movie or a hockey game.

Here are some good words that every member of the House should hear:

Investments in urban transportation help ensure the efficient movement of goods and people, thereby strengthening the economy, reducing traffic congestion, greenhouse gas emissions and air pollution and improving the quality of life of Canadians.

Those words sum it up in a nutshell. I could not have said it better myself. I am sure that every member of the government would agree because those words are the very words of the government. They are on the Transport Canada website and have been for over a year. I think we all agree that public transit is critical. That is why we must proceed with a national transit strategy.

We had an opportunity to move forward in the last Parliament. My colleague, the hon. member for Victoria, introduced Bill C-466. That bill would have provided tax incentives to employers to support green commuting by their employees, not just by bus, streetcar or subway, but by bike and on foot. It would have achieved more than the current transit tax credit would, and would have cost less. It was supported by environmental groups and municipal politicians, but the government did not get it done. If we proceed with a national transit strategy, we should be able to revisit this forward-looking approach once again as part of a national solution.

Canada has been left behind, but let us not miss the bus again. Let us not pass the buck. Let us not say that it is not our jurisdiction. A national vision is our jurisdiction. National leadership is certainly our jurisdiction and our responsibility. Municipalities are looking to us for help, as is every Canadian who is sitting in traffic or has just missed the bus. Canadians need more than words, they need action and leadership from this House.

It is not just a question of money. Major investment funds are needed, of course. We have a huge shortfall in what is required for transit capital funds, but we need more than money. We need a strategy to ensure a consistent, reliable, predictable, long-term plan and accountability rather than a piecemeal approach. That is what we need to ensure fast, reliable, accessible and affordable public transit in and between cities and communities large and small, east and west, south and north.

Without a strategy that is hammered out and agreed upon by different levels of government, capital funds are often driven by political considerations and do not achieve long-term national goals. Which transit lines are worthy of support? Why choose subway lines rather than streetcar lines when streetcar lines are cheaper? Why are there buses to one town but not to another town of the same size? Should the number of buses be based on current riders, or on population and potential riders?

We need co-operation, transparency and accountability to ensure that we deliver on our goals. It is a national issue and we need a national solution to a growing national crisis.

Let us find solutions to address the public transit crisis that is affecting the entire country, and use this as an opportunity to have a positive impact on the lives of all Canadians.

This should be a priority for every part of the government, every department and minister, because moving Canada forward with public transit is so important.

Considering the implications for the government and Parliament, clearly a national transit strategy would have a major impact on achieving the goals of the Minister of Transportat and Infrastructure. Nothing could give more bang for the buck, so let us not pass the buck.

Think of all the goals of every government department.

For the Minister of Finance, there would clearly be a major impact on the economy, on growth, on mobility, and on the productivity of the workforce, as well as on the livability and competitiveness of our cities.

Think of the Minister of Labour and the Minister of Human Resources and Skills Development. Mobility of the workforce is a vital goal for them.

The government has made law enforcement a priority. Think what could be achieved by moving forward on transit. There would be fewer traffic accidents, less drunk driving by teenagers, less road rage, the ability for emergency vehicles to get around, fewer muggings, better public safety. Think, for example, of the positive impact of reliable, affordable public transit for a woman going home after a night shift. Think about how many lives we can enhance.

For the Minister of the Environment, a central focus on public transit would help us meet our international commitments on greenhouse gas emissions, would reduce our carbon footprint, and would lead to more innovation and research.

For the Minister of Natural Resources, when it comes to energy, better public transit would mean better energy utilization and lower reliance on fossil fuels, and more emphasis on innovation and research.

For the Minister of Citizenship and Immigration, there would be an impact on immigrants. New Canadians bring such a wealth of talent to our cities and rely heavily on transit.

Think of the benefits for the Minister of Health with better air quality, less stress and fewer traffic accidents. Better transit means a healthier Canada. Think of the ability of patients and seniors to get to the doctor, the hospital, the clinic, or the outpatient facility. Think of the ability of ambulance drivers to quickly get through the traffic to the emergency wards. Think of the ability of hospital staff to get to work, to get to a night shift, to get home. People could afford to commute in cities where living downtown has become so expensive.

For the Minister of Industry, major investment in public transit and infrastructure would create jobs. Building train systems, buses and subway cars would improve competitiveness. It would move us forward with innovation and would open up more export opportunities.

We all would win, so let us not miss the bus or pass the buck. I am sure every minister in the government could think of many positive benefits of investing in public transit. It is hard to imagine any negative examples.

Think of children going to school or to their sports clubs, breathing in the fresh air, or going for a walk with their grandparents.

Think of working men and women who would be able to get to work on time and back home and spend more time with their children. People would exercise more.

Think of how many people we could help and how many lives we could touch. Let us not miss the bus or pass the buck. Let us move forward for all Canadians with all Canadians. Let us not leave anyone behind. Let us not hear anyone say that it cannot be done.

[Paul Moist, National President, Canadian Union of Public Employees]

Thank you very much, Mr. Chairman.

Members of the committee, with me is Kelti Cameron. Kelti is a senior research officer for the municipal sector. Also with us is Toby Sanger, our senior economist. If there are any questions arising out of what we say, Toby will assist as well.

We're very privileged to be here, and we'll stick to your timeframes.

CUPE represents over 600,000 Canadians who work mainly in public services. They include about 6,000 urban transit workers who work all across the country.

We're pleased to talk today about public transportation as a pretty fundamental element of an equitable society. It's only through a national strategy, in our view, that we could realize the full benefit of that equity. There are necessary investments required for a truly pan-Canadian public transit system.

Interestingly, it's the number one priority for the Toronto Board of Trade. The Canadian Chamber of Commerce has also called for a national strategy. And I read, Mr. Chairman, your encounter last week with the Federation of Canadian Municipalities and the Canadian Urban Transit Association. We also want to place Canada in the context of the developed world, the G-8. Significantly more investment in national transit initiatives is happening in other countries than currently exists in Canada.

We recently polled Canadians through the Canadian Labour Congress. Seventy-three percent would support more federal government support for local transit, 92% feel that public transit makes their community a better place to live, and 66% feel that all three levels of government are not working together to implement long-term transit priorities.

Why do we need more investment? I think it's self-evident. Other delegations have spoken to it, but I'll quickly run through a couple of examples.

First, it would reduce the cost of congestion. Estimates for Toronto alone, from an OECD study, suggest that $3.3 billion in savings could be realized by simply reducing congestion.

There are health costs. In Ontario alone, air pollution carries a price tag of $1 billion.

Traffic collision costs and annual vehicle operating expenditures for households could come down with expanded or improved public transit.

We think there are savings for government in the long haul. We think it could be less expensive than our current system, when the social costs of parking are taken into account. Transit is actually one-third to one-half as expensive as automobile use for moving people around from home to work.

I know that all parliamentarians share the collective goal of reducing greenhouse gas emissions. Private automobiles account for 27% of Canada's greenhouse gas emissions.

With regard to quality of life and equity issues, I put on the record that lower-income people and recent immigrants rely much more on public transit as part of their regular routine of working, moving their children to child care, and so on.

Under the heading of job creation and stimulus, public transit currently employs over 50,000 Canadians, and indirectly another 24,000 Canadians. The job creation potential of major public transit, such as inner-city rail projects, could be between 9,000 and 14,000 jobs for every billion dollars invested. A recent study concluded that investment in public transportation could potentially create 18% more jobs per dollar invested than road construction or road maintenance. There are long-term economic benefits from investment in something the public needs.

Why do we need a national strategy, as opposed to a local strategy? The economic, social, and environmental impacts, costs, and benefits aren't just local; they are national in scope. National funding is needed, not exclusively but as part of the mix to improve public transit. And there are huge equity and access issues for all Canadians. It truly is a pan-Canadian issue.

What would the goals of a national public transit strategy be, beyond those in the draft legislation, Bill C-305?

Number one would be adequate long-term funding. We agree with the Canadian Urban Transit Association's submission.

Number two would be increased access and affordability. Individual Canadians currently pay higher public transit costs than most other G-8 nations. It is 62%, compared to 39% in the United States.

Collaboration among all levels of government is desirable and needed on this pan-Canadian issue, and the added benefits of integrated transportation and land use planning we think should be a principle of a national public strategy. We also propose, at the federal level, research in information sharing. What one community learns from a project can and should be shared as part of a national strategy, and there should be accountability to ensure funding meets these objectives.

Wrapping up very quickly, we think an additional public priority that was not stated or not clearly stated in the proposed legislation is that public transit must be public in financing and public in operation. There is a significant role for the private sector in the capitalization of needed public transit expansion, but there are plenty of examples from around the globe of private financing not being an option, especially now when we're living in historically low-interest-rate borrowing times for the public sector. We've seen some big mistakes where the public sector gets left with the bill—the London Underground and Metronet so-called public-private partnership, for example. The City of Ottawa here just settled a lawsuit—almost $37 million—after a previous light rail P3 project was cancelled. I notice that the current mayor of Toronto has ditched the city transit proposal from the former administration. He says his new subway line is going to be funded with private financing, and he's having a hard time finding that private financing.

So we live in precarious economic times. There has never been a more efficient period of time for the public sector collectively—not just the federal government but all levels of government—to invest in our society through public transit at very economical rates.

Public transit that exists in Canada is a good deal for many Canadians. There's a huge demand for increased public transit, especially in the growing part of Canada, the 20 urban centres that now house over 80% of the population. And that percentage is rising. Ninety percent of the immigrants coming to our country are in those 20 major urban centres. I agree with Brock Carlton, who was here just recently. All of those communities have huge infrastructure needs. Today we're focused on public transit, but we need a shared experience in Canada to make effective progress on the funding of infrastructure—in this case public transit. The entire infrastructure challenge can't be funded through property taxes.

Thank you, Mr. Chair.

[Olivia Chow, NDP, Trinity—Spadina, ON]

moved for leave to introduce Bill C-305, An Act to establish a National Public Transit Strategy.

Mr. Speaker, I move, seconded by the member for Vaudreuil-Soulanges, to introduce a bill to establish a national public transit strategy for Canada.

I rise today to introduce this bill, which would establish a national public transit strategy.

The strategy would secure a permanent federal investment plan in innovation research. It would provide federal leadership in working with all levels of government to coordinate planning. This strategy would get Canada moving in line with other G8 nations by helping to provide public transit that is fast, accessible and affordable to all Canadians.

This would help move Canada forward.

(Motions deemed adopted, bill read the first time and printed)