Mario Laframboise

[Public Safety Act, December 3rd, 2001]

Mr. Speaker, first of all, let me say that I will be using up all the time left for this sitting of the House.

I would like to continue the debate on the all important Bill C-42. It is very important because it received such broad media coverage last week. All that happened because, basically, the Minister of Transport introduced a bill that was a hidden attack against our democracy and our freedoms. Those were very important points that were raised, in particular by Bloc Quebecois members.

This is all the more serious because Bill C-42, which is now before the House, was not even on the order of business for today. We were supposed to be discussing Bill C-37, Bill C-39 and Motion No. 20 under government orders, as well as Bill S-31.

Why then is Bill C-42 before the House today, a situation which probably forced the minister to quickly react and address the House, as I had to do because I am the Bloc Quebecois critic? It happened very simply because the House did not have enough work for today.

It is a cause for concern. It comes after the difficulties encountered by the Liberal government last week. The week started very badly with the introduction of Bill C-42, which was almost a knee-jerk reaction, if I may use the expression, to the airline safety bill introduced two weeks earlier by the U.S. congress.

The Canadian government, because it was not ready to introduce a bill on airline safety, decided to introduce a bill on public safety.

Again, I have trouble understanding the minister when he says that these powers already exist. He is not the only one who said that in the House. The Prime Minister said so too, as so did the Minister of National Defence.

If they already exist, why insult us by introducing a bill that is a serious threat to democracy and the rights and freedoms of Quebecers and Canadians? The reason is very simple: these powers simply did not exist.

The government is fine tuning these powers and introducing new ones. It is coming here with emergency directives, with military zones, with a lot of provisions which the Minister of Transport has taken great care today not to elaborate on.

He has elaborated today, of course, on the changes to the Aeronautics Act, for which he is responsible as a minister. He has admitted once again, quite candidly, that there was a lot of opposition to the changes that were put in Bill C-42, because the opposition thought there was not very much in this bill.

Of course he has told us that there still is no money. Funds will be announced during the budget speech that the Minister of Finance will give on December 10.

Thus, we will have fine tuning of the whole air safety policy and we will have the funds. The minister said that he was still negotiating with the Minister of Finance to determine the amounts that would be allocated to air safety.

Concerning this bill, the Bloc Quebecois asked the Prime Minister the following question “What could you not do on September 11 that such a bill would allow you to do?” The Prime Minister responded by letting the Minister of Transport answer and, once again, he could not say today what he could not do.

He elaborated earlier on what he did exactly on September 11, with the existing laws, and for which new laws to intervene were never asked for.

The attacks coming from the opposition were, among other things, about representations, statements and actions of the Minister of Health, who decided to award a contract to a company, namely Apotex, which did not have the rights. It was Bayer that had the rights on the anthrax vaccine.

Of course, these are government mistakes. Today, in response to a question from the leader of the Progressive Conservative/Democratic Representative Coalition, the Minister of Health seemed once again to laugh at the fact that this bill would give him new powers.

I can perhaps try to explain, to help Quebecers listening to us to better understand the new powers that would be given to the health minister. It is quite simple:

11.1 (1) The Minister may make an interim order that contains any provision that may be contained in a regulation made under section 11 if the Minister believes that immediate action is required to deal with a significant risk, direct or indirect, to health or safety.

Hence, by way of an interim order, a new power has been given to the health minister. In the case of the anthrax vaccine or the protective inoculation, this power would have entailed the minister to give his officials the power to buy the necessary vaccine and to compel every Canadian to receive it.

These new dispositions all give more powers and this is what makes it so serious. It is not done simply by giving the minister more powers, because we do not simply give him more powers, we tell him that now “An interim order is exempt from the application of sections 3, 5 and 11 of the Statutory Instruments Act”.

This means that the minister could adopt interim orders for all sorts of emergency purposes and be exempt from the application of sections of the Statutory Instruments Act, and I am not talking about any old section, either. I will read a part of section 3, which would no longer apply to the Minister of Health in the case of interim orders. This section states:

1. (1) Subject to any regulations made pursuant to paragraph 20(a), where a regulation-making authority proposes to make a regulation, it shall cause to be forwarded to the Clerk of the Privy Council three copies of the proposed regulation in both official languages.

Now, it would no longer be necessary to send them in both official languages. I read on:

(2) On receipt by the Clerk of the Privy Council of copies of a proposed regulation pursuant to subsection (1), the Clerk of the Privy Council, in consultation with the Deputy Minister of Justice, shall examine the proposed regulation to ensure that

(a) it is authorized by the statute pursuant to which it is to be made;

(b) it does not constitute an unusual or unexpected use of the authority pursuant to which it is to be made;

(c) it does not trespass unduly on existing rights and freedoms and is not, in any case, inconsistent with the purposes and provisions of the Canadian Charter of Rights and Freedoms—

If the Minister of Health is empowered to make interim orders, to purchase vaccines, of whatever kind, exempt from the application of the provisions of enabling legislation, he could very well acquire unacceptable vaccines, vaccines whose patents are held elsewhere. This is no problem. He could then require a group to be vaccinated without complying with the charter of rights and freedoms. All this is effective for 23 days. After 23 days, the regulation must be published.

If this does not infringe on individual rights and freedoms, I do not know what they can be thinking. If the minister had all these powers, why write in black and white in a bill that now he will be able to make interim orders without the House or the usual regulatory procedure requiring him to meet the test of the charter of rights and freedoms?

This is the type of regulation now proposed by the Minister of Transport. These regulations were of course tabled like any major bill. The minister said it earlier: This is the second phase in the fight against terrorism. He said it solemnly, in camera.

The transport officials who tabled the draft regulations in camera, and I was there, were not able to explain the content of the regulations. They were accompanied by officials from DND, who were there to explain what was happening with national defence, and from each of the other departments. There were 10 officials representing the various departments to explain to us the part of the bill involving their department.

So if the official representing the Department of Transport is unable to answer questions on a bill sponsored by his minister, I can understand why the minister himself could not answer questions in the House on this bill. This is the harsh reality.

While we are confronted with emergency situations, situations as serious as the events of September 11, officials from several departments are trying to fulfill their dreams. It is unbelievable that a minister would agree to defend a measure as important as this one. This is a measure that amends 19 acts, of which officials do not understand the operation.

Therefore, it was really easy for the Bloc Quebecois to attack this bill relentlessly in the House. I am proud and I am confident that my leader has made important gains for Quebec society by finding in the legislation all these irritants for democracy and for the respect of Quebecers' rights and freedoms. Today we thought the battle was practically over.

We managed to make the government realize that the only really urgent issue was what was made into a distinct bill, Bill C-44, amending the Aeronautics Act. This was the only really urgent matter in the 98 pages of Bill C-42. We needed just one page, because we have to meet the American requirements concerning the information airlines have to provide on passengers. These are American requirements.

Concerning Bill C-44, we have been told regulations would be provided, and we were supposed to get further explanations. The House leader of the Liberal Party told us, when he answered a question by the Bloc Quebecois, that he would table the regulation amendments or the draft of these amendments so we could study them in committee. We were supposed to get them last Friday, but we are still waiting. Tomorrow, the committee will examine Bill C-44, but with this Liberal government I am sure we will still not have these amendments.

This concludes this part of my remarks. I hope I get another chance to take the floor, because I intend to use all the time I am allotted to explain the defects in Bill C-42.

[Air Transportation, December 3rd, 2001]

Mr. Speaker, the minister acknowledged on Friday, in response to one of my questions, that small communities were being poorly serviced and did not have the same advantages as larger ones.

Should the minister not carry his logic to its conclusion and allow the unused financial offer made to Canada 3000 to be made to small regional carriers, which keep competition alive and serve the interests of the regions?

[Air Transportation, December 3rd, 2001]

Mr. Speaker, the papers on the weekend reported the remarks by the president of WestJet, who said that if the government wanted to promote competition it had to help new air carriers.

Will the Minister of Transport finally acknowledge the facts, change his position and arrange to have the government support existing small regional carriers and the founding of new companies to compete with Air Canada?

[Competition Act, December 3rd, 2001]

Mr. Speaker, it is my pleasure to rise today and speak to Bill C-248, an act to amend the Competition Act.

Obviously one must always be careful when studying amendments to the Competition Act; however, the proposed amendments in this bill are in line with Bloc Quebecois philosophy on this matter.

The Bloc Quebecois will support these amendments since they refer to gains in efficiency that would lead to an increase in competition, unless clients would benefit from lower prices, the result of such an gain in efficiency.

However, it is important to remember and I give as an example the airline industry, that the Liberal government, through the transport minister, has already announced on several occasions that the problems in the airline industry will be solved by amendments to the Competition Act. This is somewhat worrisome.

Recently Air Canada representatives appeared before a number of House committees, including the Standing Committee on Transport, where, in a brilliant presentation, they told us that Quebecers and Canadians would have to prepare themselves because in the future competition would no longer consist of several airlines operating on the same routes. We would have to get used to the idea that competition would mean competition with one single airline.

Clearly, when we hear the government tell us, through the transport minister, that we have to deal with the issue of competition by amending the Competition Act in order to avoid unfair competition, including in the airline industry, it is hard for users to understand whether or not competition is becoming a monopoly.

This is what we need to be careful about when studying or looking at the Competition Act to try to solve all of the problems with competition in every sector throughout Quebec and Canada. We must always guarantee the best service at the best price. Obviously the only way to guarantee the best service at the best price is to promote healthy competition in Quebec and in Canada.

Changes are therefore needed, and recommendations must be made, such as the one proposed in Bill C-248, in order to clarify this gain in efficiency. Obviously everyone hopes that this gain will not favour monopolies, but it is clear that the proposal contained in Bill C-248 still encourages competition.

Returning to the matter of air transportation, once again the Minister of Transport has said clearly, week after week, that the best way of guaranteeing the best air travel prices at all times everywhere in Quebec and in Canada is to amend the Competition Act. Although I may be repeating myself a bit, there must be two carriers in order to guarantee competition and ensure that the market will endeavour to provide the best services at the best price.

This is where attention must be focused in discussing the Competition Act and in trying to use it to solve all the problems of our society, including, as I have said, those in the airline industry.

A solution to the airline problem understandable by all those listening to us in Quebec and in Canada might have been found. After September 11, the decision was made in certain countries, the U.S. and Switzerland among them, to use public funds to guarantee the survival of the airlines in their country.

The Americans, let us keep in mind, have invested $15 billion directly into support for their airline industry. Switzerland has purchased or has promised to purchase, with public funds, 38% of the shares in the new company that will replace Swissair, which is under the protection of bankruptcy legislation. These countries have chosen to come forward and support the airline industry to guarantee at least to some extent a variety of carriers on routes and services in all regions of the country, something that Canada has yet to do.

No investment or support for air carriers leads to defeat. The government has before it already one unfortunate case of defeat, the bankruptcy of Canada 3000.

The government had announced in the House $75 million in loan guarantees for Canada 3000, knowing full well that the company could not survive with the requirements it had imposed on it. The government knew this full well two weeks in advance when management rejected a program of time sharing with employees, which would have cost the company nothing. This refusal was already an indication that the company would not survive the crisis it was facing.

So the government announced loan guarantees for a company it knew would not survive. When we ask the government in the House to offer these guarantees to any new purchaser of some or all of Canada 3000 shares, the answer is no. When we ask the government in the House whether it will offer loan guarantees to regional carriers struggling in a number of regions of Canada, we are told the government will now help the four major companies still operational in this country.The other smaller companies and regional carriers will survive if the big companies do. They will keep the small companies going.

That is not how things work in the regions. Cities in the regions need services. Some are served at the moment by only one carrier, Air Canada, which has cut its services and even cut its meal service. This is the harsh reality. For regional passengers and cities the service is poor.

All of this makes it clear that regional development in Quebec and Canada is at risk if cities in the regions do not get quality service and appropriate schedules for the business people in these cities. The solution proposed by the government, through the Minister of Transport, is to amend the Competition Act.

The Bloc Quebecois agrees with Bill C-248, which clarifies the gains in efficiency that could be achieved in the case of a merger or other measure. However, we want to caution the government. In order to have competition, there has to be a minimum of two businesses providing the service across Quebec and Canada. This is not currently the case in the airline industry.

The Canadian Liberal government must take its responsibilities, considering that the Americans have invested $15 billion to support their airline industry. There are 300 million Americans. Here, with a population of 30 million, the government is currently only offering $160 million. This is proportionally ten times less than what the Americans invested. It is not true that Canada's economy is ten times smaller or weaker than that of the United States. The government is acting in bad faith when it tries to tell us that things will get back to normal in the air transportation industry when our neighbours are investing to support their industry.

I hope that the government will realize today that amending the Competition Act will not solve the problems of the airline and aviation industries. We just suffered a setback with Canada 3000 going bankrupt. There has to be at least two carriers on each route to guarantee the best possible fare to all Quebecers and Canadians who are listening to us.

[Air Transportation, November 30th, 2001]

Mr. Speaker, I would remind the minister that this is also a problem in northwestern Quebec.

In Abitibi, for instance, a round trip between Rouyn and Montreal cost $483 in 1995. Today, the same ticket costs $743. Is a 60% increase fair competition?

How can the minister say, as he did last week, that fares are cheaper and that there are more flights, when it is plain that the opposite is true?

[Air Transportation, November 30th, 2001]

Mr. Speaker, in response to a question we asked him yesterday about airfare in the regions, the Parliamentary Secretary to the Minister of Transport said, and I quote:

All the measures taken... by the various departments promote fair competition.

If fair competition should lead to reasonable prices, does the Minister of Transport find it reasonable to have to pay $1,191.12 for an Ottawa-Mont-Joli return airfare, when one can fly to Europe for half of that amount?

[Aeronautics Act, November 30th, 2001]

Madam Speaker, I am pleased to rise today to speak to Bill C-44.

First, I would like to try to explain how the Liberal federal government has been having a bad week since last Thursday. At the same time, it is important for Quebec and Canadian people to understand how we can go from the 98 page bill tabled last week to the one page bill tabled in a rush today under a new number.

It is important to understand that because there has been numerous discussions on Bill C-36, the Anti-terrorism Act, and on Bill C-42, the Public Safety Act.

Right from the start, we noticed that Bill C-42 on public safety contained no aviation security provision. No investment, no measure was announced in it. That was our first finding. Besides, people had great expectations that the bill sponsored by the transport minister could reassure them with regard to airport security and aviation safety, but it failed to do so. The minister candidly admitted to it for that matter. Budget measures will re required, which the finance minister will hopefully put forward on December 10 next.

Why did he introduce this voluminous 98 page Bill C-42? As the transport minister told us earlier, it is because the U.S. government had tabled a legislation on aviation safety the day before. The Canadian government, which was working on a public safety legislation, tabled it on the next day.

At the outset, as I already told Quebecers who are listening, there was nothing new announced about airline security. There were, however, major announcements the new powers which the government wanted through interim orders, without the authorization of the House. The words interim order were invented to allow the health, agriculture, environment and other ministers to make from time to time emergency orders, which would have the force of regulations and which would be implemented immediately, without going through the regular review procedure, especially the security procedure enacted by the government through the Privy Council to determine whether those orders are consistent with the Canadian Charters of Rights and Freedoms. This was the first main thing we saw.

Second, there was the issue of military security zones, about which the Minister of National Defence gave wonderful speeches this week.

The Bloc Quebecois, as an opposition party should, did its homework, went over the bill and asked questions in the House directly to the Prime Minister. First, we asked a very simple question to the Prime Minister “What would Bill C-42 allow you to do that you did not do in September?” Of course, the Prime Minister let the Minister of Transport answer the question. They were not able to tell us what they could not have done in September, why we should have this bill and how it would allow us to respond in a better way. The minister gave a very evasive answer.

There was obviously no answer to the question, because intervention occurred under the current regulation. Since the public sought some reassurance, the government used legislation under its jurisdiction. Ministers used the powers they had. Apart from a few mistakes, by the Health Minister, for instance, the government managed rather well. It did not, however, need new legislation to deal with such tragic events as those of September 11.

We have to understand that for many years ministers, departments and officials have had expectations, and would have liked more power. Bill C-42 was probably a good opportunity for the ministers to include all the traditional demands of their departments and officials so that they can have control without the members of parliament being involved and without any parliamentary process, something which is too cumbersome for some. For others, of course, this process is necessary.

This is what happened with Bill C-36, the anti-terrorism bill. The government proudly said “See, we have introduced a bill that has gone through all the legislative stages. Members of parliament have been able to debate the bill at second reading, in committee, and at third reading. They had the opportunity to move amendments.”

The legislative process has been so well followed that, last Wednesday, the government gagged the opposition. The government prevented us from going on with the debate to better explain to the citizens the content of Bill C-36, the anti-terrorism bill. We were gagged.

So, on Wednesday, the debate ended because of the Liberals' decision to issue a gag order. Bill C-36 was passed in virtually the same form as it was introduced, despite the fact that the Bloc Quebecois alone had moved 66 amendments, of which only one was retained. That amendment was to include the word cemetery in the list of objects which could be considered as being part of hate crimes. We have to hand it to the government for having included the word cemetery.

However, there were some very important issues, and some very important discussions. There were more than 80 witnesses heard by the committee who asked, almost unanimously, that some significant restrictions be added. Among the restrictions was the sunset clause, proposed by the Bloc Quebecois, to limit the bill in time to a three year period, given that the bill creates new provisions and new limits to personal freedom. This did not happen. We wanted an annual review. The government did not retain this idea.

Once again, the government used the legislative process. For Bill C-36, the government used the process to say, “listen, the committee worked on the bill and you had your chance to be heard. In the end, we will not retain anything”. This is clearly this government's motto: zip, we will not retain anything. This is how the Liberal government operates.

It is especially difficult when, in the same week, there is debate on bills as important as Bill C-42, which introduces interim orders. It grants exceptional powers to ministers, to individuals. Take the example military security zones. It provides the Minister of National Defence with the power to establish, on his own authority, military security zones, without the provincial attorneys general even requesting it, which was the case until now.

Quebecers who are listening should know that, thanks to the good work of the Bloc Quebecois, and the other members of the opposition in the House, Bill C-42 will not be passed before the holidays. This is why we are debating Bill C-44.

They have taken the only urgent measure, the only truly urgent measure, from Bill C-42, and that is obviously what the minister has introduced today. An independent bill has been created, Bill C-44, an act to amend the Aeronautics Act, in order to comply with U.S. requirements for air carriers taking passengers to the United States or through U.S. airspace.

This is indeed the only measure that was really necessary and urgent in Bill C-42, as I said at the beginning of my speech. How, within one week, can a bill of 98 pages be introduced? Finally, and everyone agrees on this, the only true emergency measure is the single page representing clause 4.83. That is the change that has been made and I will address that shortly.

So that is what the Liberal government's difficult week has been all about. It has once again tried to pull a fast one on all Quebecers, all Canadians, in the guise of a concern for national security.

It is sad because, when it comes down to the bottom line, if Bill C-42 had been passed this week, the terrorists would have succeeded in what they were trying to do from the start, which is to directly attack the very foundations of our liberal and democratic society.

This is the worst of it. Rather than discussing real security problems, announcing measures, announcing budgets, the government has introduced a bill. The Minister of Transport could very well have caused a real hullabaloo in the House by pressuring the Minister of Finance, by saying “This is what we need to have enhanced security, and this is what it will cost, according to a number of people who came before us in committee. This is what the people of Quebec and of Canada need”.

That is not what was done. A bill was introduced. It was just smoke and mirrors to distract Quebecers and Canadians, and all because last Wednesday the U.S. government introduced a real air security bill.

This is why today, before Bill C-44, we are all to understand that it was an emergency measure. This is why the Bloc Quebecois told the House on Tuesday of its clear desire to debate a bill that gave Canadians some security. This measure alone, which was contained in C-42 and which we are debating today, is intended to harmonize Canadian legislation with American legislation that came into effect on November 19 in the United States.

I will read the American text, so it will be clear what the Canadian legislation should include:

Not later than 60 days after the date of enactment of the Aviation and Transportation Security Act [American], each air carrier and foreign air carrier operating a passenger flight in foreign air transportation to the United States shall provide to the Commissioner of Customs by electronic transmission a passenger and crew manifest... to provide the information required by the preceding sentence.

(a) the full name of each passenger and crew member;

(b) the date of birth and citizenship of each passenger and crew member;

(c) the sex of each passenger and crew member;

(d) the passport number and country of issuance for each passenger and crew member, if required for travel;

(e) The United States visa number or resident alien card number of each passenger and crew member, as applicable;

(f) Such other information as the Under Secretary, in consultation with the Commissioner of Customs, determines is reasonably necessary to ensure aviation safety.

This is therefore the request the Americans are making of all foreign countries whose airlines are passing through the United States either carrying passengers to the United States or passing over American airspace.

Of course, since our American friends are asking, it is important that we, as responsible neighbours, comply with their requirements.

As for the bill before us, the Bloc Quebecois will support this measure to standardize the information to be provided on passengers. However, we have to be careful. The American legislation, which I have read, is clear, but the bill introduced in the House today is not so clear.

I will quote clause 4.83 of the bill, for the benefit of Quebecers. In any case, there are only four paragraphs in the bill.

4.83 (1) Despite section 5 of the Personal Information Protection and Electronic Documents Act, to the extent that that section relates to obligations set out in Schedule 1 to that Act ... an operator of an aircraft departing from Canada or of a Canadian aircraft departing from any place outside Canada may, in accordance with the regulations, provide to a competent authority in a foreign state any information that is in its control relating to persons on board or expected to be on board the aircraft and that is required by the laws of the foreign state.

So, this first paragraph says that we will provide the information requested by foreign states. However, the second paragraph provides that:

(2) The Governor in Council may make regulations generally for carrying out the purposes of this section, including regulations:

(a) respecting the type or classes of information that may be provided; or

(b) specifying the foreign states to which information may be provided.

So, regulations will have to be made and this is why the Bloc Quebecois asked the Leader of the Government in the House yesterday if, considering that the clause before us is not clear as to the information to be provided, we could have the regulations which, among other things, will govern the type or classes of information that may be provided.

We had indeed been told that today we would be provided with a draft or at least with the speech notes on the regulations. This is what the minister seems to have promised for noon today. We could certainly consider those notes or the first draft of the regulations the government intends to propose and pass. We hope to have the opportunity to discuss the matter before the House adjourns for the Christmas recess.

It should not be forgotten that under the U.S. order that I was reading earlier, Canada has to adopt some measures before January 18, 2002 and it must be able to produce the regulations and the list of information that the Americans might demand regarding the carriers transporting passengers to the United States or flying over U.S. air space.

I am repeating it again to all Quebecers and Canadians listening to us, we started off last week with a 98 page bill from which we extracted the only emergency measure contained in Bill C-42, that is the measure regarding the information on passengers that we will have to submit if we want our airline companies to be authorized to continue to do business in the United States, and we drafted a separate bill.

It was a very difficult week for the federal Liberal government because, once again, it tried to present a distorted picture of Quebecers and Canadians. We are much more on the ball than people in many other countries around the world.

The Liberals are lucky enough to have opposition parties that know how to read legislation and guess at the intentions of ministers, who too often take advantage of crisis situations, such as the events of September 11, to try to make some old dreams come true. For the Minister of National Defence, the dream is to have his army operate anywhere in Canada, and particularly in Quebec, even if the governor general or the provinces have not asked that the army be called in.

It is hard for opposition parties in this House to put up with situations like what happened last week, when we were gagged and unable to debate Bill C-36. We are prevented from speaking. The following day, the proceedings of this House were interrupted for two hours because there was nothing to debate. This is what the Canadian parliament has come to. Canadians and Quebecers who are listening must realize this.

As things stand now, the federal Liberal government is too strong and believes it can do as it pleases. Once again, I trust Quebecers and Canadians. They see what is happening, just as we do, and they will increasingly trust the Bloc Quebecois and the opposition parties to defend their interests.

[Air Transportation, November 29th, 2001]

Mr. Speaker, the parliamentary secretary should realize that the problem does not exist only in eastern Quebec.

In northwestern Quebec, for example in Abitibi, it cost $483 in 1995 for a return airfare between Rouyn and Montreal. Today, the same ticket costs $743.

How can the minister claim that fares are cheaper and that there are more flights, when it is just the opposite?

[Air Transportation, November 29th, 2001]

Mr. Speaker, yesterday, the Minister of Transport maintained that the deregulated environment in Canada's air transportation industry had allowed Canadians to have access to more flights and cheaper fares. One wonders on which planet the minister is living.

Does the minister find it reasonable to have to pay $1,191.12 for an Ottawa—Mont-Joli return airfare, when one can fly to Europe for half of that amount?

[Air Transport, November 28th, 2001]

Mr. Speaker, adding to the powers of the competition commissioner has no significance if there is a monopoly situation with no competition.

If the minister is serious about his desire for sustainable solutions for regional air transportation, will he acknowledge that he needs to revisit his decision and use the loan guarantees promised to Canada 3000 to stimulate real competition?