Bill C-6 (Historical)

An Act to amend the Aeronautics Act and to make consequential amendments to other Acts

This enactment deals with integrated management systems and authorizes the establishment of voluntary reporting programs under which information relating to aviation safety and security may be reported. It also authorizes the designation of industry bodies to certify persons undertaking certain aeronautical activities. Other powers are enhanced or added to improve the proper administration of the Act, in particular powers granted to certain members of the Canadian Forces to investigate aviation accidents involving both civilians and a military aircraft or aeronautical facility.

Motions in Amendment

[Don Bell, Liberal, North Vancouver, BC]

Mr. Speaker, I, along with my colleague from Eglinton—Lawrence and the Bloc member for Argenteuil—Papineau—Mirabel, sit on the transport committee and we were part of the discussions that went on. We heard from the various witnesses and I would like to clarify one thing and see if the Bloc member agrees.

In our discussions and in the work we are doing with respect to rail derailments across Canada, one of the things that was pointed out to us on the committee is that the Railway Safety Act lacks the muscle and the teeth that the Aeronautics Act presently has. The suggestion was that when the time comes we will be recommending changes to the Railway Safety Act to put more teeth in it so that the safety management systems that are in place in the rail industry can be enforced in the way they can be with the Aeronautics Act right now.

However, I think it is also fair to say, and the member from the Bloc may comment on this, that all members of the transport committee have expressed a high concern for air safety in terms of the passengers, the crews, the pilots and in terms of the safety issues that are referred to by air safety at the airport, just generally the whole concept of air safety, and that was the nature of the discussions that occurred.

From what I can see, the amendments that the NDP has proposed really restate issues that were raised in debate among all the committee members following the presentation of information from the witnesses. They were debated in the committee, voted on and decisions made. Therefore, this is a re-entry.

I think the government's Motion No. 2 does attempt, as has been said by both my colleague and the Bloc member, to change the nature of the bill and we will not be supporting it.

[Mario Laframboise, Bloc, Argenteuil—Papineau—Mirabel, QC]

Mr. Speaker, my colleague is right to make the comparison with the railway system, since even the Transportation Safety Board representative could not confirm that the railway safety management system has reduced the number of accidents. This is, quite simply, because the railway inspection system created by Transport Canada has only 25 inspectors for all of Canada. Imagine the kilometres of tracks to be inspected. One day, that legislation will have to be amended. We must not make the same mistake as the Conservatives, however, by trying to reduce the aviation inspection service, which consists of 800 employees, to 25 inspectors, like the railway inspection service.

When the time comes to amend the legislation to enhance rail safety, it will be important to ensure that the inspection and monitoring system can guarantee that the safety management systems created by the railway companies are adequate.

An inspection and monitoring system is therefore needed, and that is what the ICAO is talking about. Every country must have an inspection and monitoring system so that, when safety management systems are in place, it is easier for inspectors to ensure that companies are in fact safe.

[Ed Fast, Conservative, Abbotsford, BC]

Mr. Speaker, I am pleased to have the privilege of speaking to Bill C-6, which is clearly a bill that would lead to improved aviation safety in our country.

Once we cut through all the rhetoric we hear in this House, the bill would move us a huge step forward in improving the safety of aviation in Canada. As a member of the transportation committee, I had a chance to hear all the witnesses who appeared before us, and there were many of them. They represented the different aspects of the industry. They represented, of course, Judge Moshansky, who was involved in an earlier inquiry into the Dryden tragedy.

What came out very clearly from all the witnesses, even those who were perhaps opposed to the direction in which this bill was going, was that if we pushed them far enough, the witnesses would admit that safety management systems are a good thing for the aviation industry. SMS, as we call it, clearly improves safety. It is another level of safety that we superimpose upon the already existing regulatory and enforcement framework.

When we were at the committee, the members of the committee know that, as a result of the testimony of the witnesses, we as a government brought forward amendments, as did the other parties, the NDP, the Bloc and the Liberal Party. Quite frankly, I believe we were able to accommodate most of them because all of us had a common goal: to ensure that aviation safety in Canada is improved.

The committee also heard from representatives from the International Civil Aviation Organization. When asked what Canada's record in civil aviation safety was, they said that Canada was the leader in aviation safety. When asked where Canada was in terms of implementing SMS, they said that Canada was the leader in adopting SMS, which is a good thing. It is not a bad thing, as the NDP would have us believe.

We heard a lot of rhetoric in this House several minutes ago about how this legislation was essentially a get out of jail free card, that this legislation was full of holes and that it would actually lead to a reduction of current safety levels. That is not true.

One of the big objections was the suggestion that this bill and the safety management systems were, in effect, self-regulation or deregulation of the industry. In other words, the suggestion was that the government was washing its hands of the whole safety issue when it came to aircraft. However, that is not the case at all.

A number of very good suggestions were made at the committee and we as a government said that they were excellent suggestions. To ensure there was no doubt that we still had a strong regulatory oversight, we agreed to amendments that were brought forward by the other parties and other members of the committee that would ensure there was no step backward, that the existing enforcement mechanisms would still be in place, and that superimposed on that would be the safety management systems that each organization would need to adopt.

The beauty of safety management systems is that we are now empowering companies, airlines, small aircraft operators and their employees to identify safety concerns and report those on a non-punitive basis. That means that if I, as an employee of an airline, find that someone missed a bolt here or someone else did not do the work correctly on the aircraft, I can report that and not worry about being punished for that.

It is quite clear from the evidence that we heard at committee that implementing SMS and engaging the front line workers in the airline and aviation industry will lead to an increase in the number of reports made about safety issues by 400% to 500%. That is excellent news.

The other thing is that the new authority in the Aeronautics Act will not allow the minister to abdicate his oversight responsibility to an industry body. These designated organizations will be allowed to monitor the activity of a specific segment of the industry, but only in those areas that represent a low level risk in relation to aviation safety.

I would like to address a number of the motions that have been brought forward by the NDP. Unfortunately, as usual, NDP members had an opportunity at committee to bring forward amendments. The amendments were defeated, or the NDP members did not think of them. Now after the fact, the bill is back before the House and they want to bring these same motions forward again.

There is a process in place. If a specific issue has not been addressed when the bill is at committee, surely this is not the place to bring it up, unless it is of critical importance. Quite frankly, all the critical issues were dealt with at committee. We came to a consensus with all of the opposition parties, notwithstanding that the NDP in the end opposed it.

For example, the first motion brought forward by the NDP has the effect of limiting the definition of a violation to mean only a contravention of the act or of an instrument, and would therefore create a void since it would exclude a security measure and an emergency direction. More important, the impact of the motion would be to remove the minister's ability to issue an administrative monetary penalty for contravention of a security measure or emergency direction. That is why we do not support this motion.

There is another motion which eliminates the regulatory authority of the Minister of Transport to require designated organizations to carry insurance. During committee discussions this motion was presented, but it was not approved. All concerns in regard to designated organizations were adequately addressed. Where? At the committee. They are found in the reprinted version of the bill.

Furthermore, there was also an amendment that the committee would review designated organizations in three years. We are going to live up to that commitment. That is good. That is healthy for aviation safety.

A third motion, again that we as the government oppose, came from the NDP and it deletes the substance of Bill C-6. It is trying to essentially remove clause 12 which contains important amendments that introduce the concept of designated organizations, in other words, organizations that industry can work through to ensure that safety measures are being implemented throughout the industry.

This clause also deals with expanding the enabling authority for management systems. Everyone, including international bodies such as the International Civil Aviation Organization, have determined that these amendments are an important step in advancing safety.

Canada has been called a leader, as I mentioned earlier. To carry this motion would be a cause for embarrassment with countries that are following our lead. Our lead is one that leads to greater, not less, aviation safety within our country.

There is a fourth motion the NDP brought forward which again we oppose. It is similar to the previous one. It is deleting all sections that deal with designated organizations. We had a good debate at committee. The majority on the committee agreed that designated organizations were a huge step forward in adding another level of accountability, responsibility and monitoring.

There is a fifth motion, which again we oppose, which imposes new compliance tools. The amendments contained in this motion are also meant to make the administrative compliance activities more consistent with other transportation acts, such as the Canada Shipping Act. This clause addresses how the minister will handle notices of violation, assurances of compliance and monetary penalties. It does not make any sense to remove this clause from the body of the bill. We would be gutting it. We would be taking away some of the essential elements of implementing safety management systems in Canada.

There are other motions. For example, there is a motion that would remove all protection from access to information sought in the bill. Canadians would like to see accountability in government. They want access to information that is important.

What our bill does is it strikes a great balance between confidentiality where employees are concerned, to make sure that they are willing to report safety problems and that they are not afraid. Otherwise we will find cover-ups. As I mentioned earlier, we expect that this legislation is going to increase the reporting by 400% to 500%. That is great news.

All members of this House should be supporting this bill and opposing the motions put forward by the NDP.

[Mario Laframboise, Bloc, Argenteuil—Papineau—Mirabel, QC]

Mr. Speaker, I will carry on and ask my colleague a question.

When the ICAO representative told us that Canada was a leader, he also said that our inspection and monitoring service was the key to our success and that our entire inspection, assessment and monitoring service must be kept in place along with the safety management system.

The Bloc Québécois has always stood behind that goal, and that is why we were against the bill as tabled by the Conservatives. This bill has been amended and changed. Now that the Conservative Party has decided to backtrack with its Motion No. 2, I have a problem. My problem is that the member thinks everything Messrs. Reinhardt and Preuss and the Transport Canada people say is gospel truth. Yet it was Mr. Preuss who, during a convention in August 2006, told his employees that staffing levels would be cut in half by 2010.

After that, the Conservatives in the committee decided to go along with us, to go along with the Bloc's recommendations, and the Liberals also supported us with respect to maintaining the inspection system. But that is not what will happen if we get rid of clause 8, which clearly defines the safety management system to enable better monitoring and inspection.

I have a problem with this clause, because I know that Transport Canada asked the government to do this. The member did not do this on his own, because in committee, he supported us.

Why do we always have to believe everything that Messrs. Reinhardt and Preuss tell us?

[Ed Fast, Conservative, Abbotsford, BC]

Mr. Speaker, unfortunately at the committee there was some confusion about the number of inspectors that Canada had in the past and the number that we have today.

Initially the suggestion came from the NDP, the Bloc and a couple of the witnesses that supposedly at one time there were 1,400 inspectors. That number had gone down to somewhere around the 750 mark. In fact, later on, evidence at the committee, as the member knows, showed very clearly that of the 1,400, a very significant number had been reclassified. They were still in the system. In fact, the evidence at the end of our committee meetings made it clear that if anything, the number of inspectors that are in place today is higher than it was 10 years ago. We have not in any way taken away from that.

I wanted to point out to the member that when we were discussing the amendments at committee, we acknowledged that there was a clear role for the minister to oversee aviation. We introduced an amendment that the minister shall continue to carry out inspections of the aeronautical activities of holders of Canadian aviation documents.

We are not saying that the designated organizations are going to take over the role of government. The amendments that we accepted at committee make that very clear. At no point in time do we ever want to compromise aviation safety. The purpose of this bill is to actually enhance aviation safety considerably.

When we heard evidence from international organizations, such as ICAO, they confirmed that Canada is a leader in aviation safety and it is a leader in implementing SMS. The world is looking to us as the model to follow. I think that is encouraging news for the member. I encourage him to support this legislation.

[Ron Cannan, Conservative, Kelowna—Lake Country, BC]

Mr. Speaker, my hon. colleague from Abbotsford made an excellent dissertation. He clarified some of the concerns that were raised by a few members in the House, specifically on the transparency, accountability and quality assurance that this legislation and the amendments being proposed will bring to air safety in our country.

As one of our Liberal colleagues mentioned earlier, we all have family. I have a grandson travelling across the country today. We are all concerned about safety. It is the government's number one priority, the safety of all Canadians and air travel.

The member for Abbotsford mentioned that Transport Canada and our airline industry is recognized around the world for its safety record. I would ask the member to expand on what the International Civil Aviation Organization is saying about safety management systems and the proposed amendments to the legislation before us today.

[Ed Fast, Conservative, Abbotsford, BC]

Mr. Speaker, as I mentioned earlier, the International Civil Aviation Organization, which is the organization that represents all the major airlines around the world, gave testimony at the committee. When asked where Canada stands in terms of aviation safety, the response was that Canada is the leader. When we asked what safety management systems are going to do to our already excellent record, the ICAO said that they would just enhance it considerably. In fact, safety management systems are being implemented in the United States and around the world. Canada is one of the leaders and this legislation is leading legislation.

What is also remarkable is that not only does ICAO support it, not only does Transport Canada support this legislation, not only do the airlines support this legislation, but the two airline pilots associations that appeared before committee strongly support SMS. They wanted to make sure that there was strong regulatory oversight. The amendments that we adopted at the committee, as the members will know, do exactly that. We are not trying to bail out of our responsibility as government. We are insisting that we move forward to enhance aviation safety, not move backward.

[Robert Carrier, Bloc, Alfred-Pellan, QC]

Mr. Speaker, I am pleased to speak today at the report stage of Bill C-6. After first reading and the debate at second reading, the Bloc Québécois was opposed to the bill. We had a lot of concerns about comprehensive safety management systems, which came with no guarantees that the detailed inspections by federal check pilots could continue. At the same time, there were many signs that the number of check pilots would be reduced in the future.

My colleague from Argenteuil—Papineau—Mirabel and I studied the bill carefully. The committee held 11 meetings to hear witnesses from all the stakeholder groups—pilots, federal officials, lobby groups—and six special meetings to examine the bill clause by clause. After studying all the clauses, we wrote a report, which was recently tabled in the House and proposed 20 amendments to the bill.

The Bloc's concerns have to do with the safety management system and the designated organizations, because we did not have a clear idea of what responsibilities they would have in the overall system.

We heard the different parties, including Justice Moshansky, an aviation expert who even conducted an inquiry into a plane crash. He said that the clause on designated organizations should be kept, but with provision for oversight. This is what we did, as it was clear to us that, in light of all the positive comments we had heard, this safety management system could give good results.

However, we made sure government inspections would continue, in particular by means of the Bloc amendment, which stated:

The Minister shall maintain a program for the oversight and surveillance of aviation safety in order to achieve the highest level of safety established by the Minister.

We proposed this amendment, which was included in our committee report, because we wanted to ensure that the inspections that are already part of the air transportation system would continue, despite the more general implementation of safety management systems.

In this way, we made sure that Transport Canada would not just have audits of the systems themselves done and not carry out its own visual and technical inspections of aircraft. By doing this, we are bringing about what the minister and the department were talking about—a dual safety system—and not just replacing inspections with a safety system. Continuing with the inspections and implementing the systems across the board ensures that, as a basic principle, all companies will be governed by a safety management system. We can at least rest assured, thanks to the continuing inspections, that the system itself will improve safety overall within companies.

However, I am particularly disappointed that 16 last-minute amendments are being introduced at this stage. Of these, 10 or 12 have been moved by the NDP. One amendment asks for the elimination of clause 12. We studied designated organizations together at length and now, all of a sudden, we are told that all that will be eliminated, at the last minute, even though these views were not accepted when the bill was studied in committee.

The most surprising is the government's amendment No. 2, which seeks to eliminate everything pertaining to safety systems. The NDP, the Bloc and the Liberals worked together to come up with a good definition, which was not in the legislation. It is a matter of regulations, establishing regulations for safety management systems.

We went to the trouble of spelling out the definition of these systems. Suddenly, at the last minute, just before the vote, the government wants to eliminate this definition—which is very binding for the government, it is true—that allows us to give our full support to this bill.

My colleague read it earlier, but I think it is important to read it again:

(c.1) safety management systems and programs that provide for

(i) the appointment of an executive

(A) responsible for operations and activities authorized under a certificate issued pursuant to a regulation made under this Act, and

(B) accountable for the extent to which the requirements of the applicable safety management system or program have been met,

(ii) the implementation, as a result of any risk management analysis, of the remedial action required to maintain the highest level of safety,

(iii) continuous monitoring and regular assessment of the level of safety achieved, and

(iv) the involvement of employees and their bargaining agents in the development, implementation and ongoing operation of the applicable safety management system or program;

This is a set of obligations for companies and their staff to ensure real involvement in this safety management program.

We also looked at railway safety, where safety management systems were implemented roughly five years ago.

We heard from a number of witnesses during consideration of safety. Most of the witnesses said they had never heard of a safety management system in their company.

With this legislation, we want employees and bargaining agents to be involved and play an active role in the safety management system. We do not just want to have a nice system that comes from management and is in the company's files, but does filter down to the core to ensure full involvement of the entire company.

Today, the government is proposing to eliminate this entire nice definition that we worked on together. It is not very reassuring as far as any wish they might have to implement a good safety management system, which we subscribed to only after examining it and hearing from all the witnesses.

I noticed earlier that the representatives of the official opposition will not support such an amendment. They took part in this, just as we did. We do not want this amendment to be adopted. They put forward three or four other admissible amendments that simply make corrections to the text.

I hope this amendment will not be adopted. I also hope that after the bill has been considered by the other place, there will not be any surprises, like the ones we had with Bill C-11.

[Tony Martin, NDP, Sault Ste. Marie, ON]

Mr. Speaker, I appreciate the comments of the member who just spoke as well as his participation in this very important debate about public policy. This ultimately could affect all of us in a very negative way if we do not do the right thing.

I am wondering how the Bloc finds it possible to support a bill that takes us further down the road to the privatization of the ability of government to monitor, inspect and participate actively in guaranteeing the safety of our transportation systems and, in this instance, the airline industry in particular.

I find this passing strange as well. We have a government that is over the top in concern about safety, particularly in our airlines with some of the moves that it is making now, such as the no-fly list, which I oppose, as it is arbitrary and has no appeal process attached to it.

We have seen a trend, first from the Liberals, who introduced the bill originally, and now we see it from the Conservatives as they push this forward more and more toward pulling government out of the responsibility that it traditionally and historically has had in this country and turning it over to the private sector. When we turn these responsibilities over to the private sector, our experience has been that the private sector begins to impose its priorities, which are more about the bottom line, cutting corners and being more cost effective and so on, and I believe that is a risk for the safety of the public and the common good.

I would ask the member to explain a bit further for me this morning why it is that the Bloc members will support the bill. They are not supporting the amendment that has been put forward today, but why is it that the Bloc will support this bill when in fact, as we see it, it is taking us down a road that really will be hard to travel back up again once we have gone in that direction?

[Robert Carrier, Bloc, Alfred-Pellan, QC]

Mr. Speaker, I thank my colleague for his question. It gives me an opportunity to clarify this important point.

Obviously, at the beginning, as I said earlier, we did not support the bill, which would establish a safety management system. To us, it was somewhat abstract, and it seemed to be beyond oversight, in terms of government responsibility. However, we satisfied ourselves that all inspections of the system done by federal inspectors would be continued.

I have read the amendment that is part of the report tabled, and it is quite important. It says "the Minister shall maintain a program for the oversight and surveillance of aviation safety in order to achieve the highest level of safety established by the Minister".

This means that obligations were added that were not there in the bill at the outset. It simply referred to establishing the safety management system in a general way, even by designated organizations for companies that were able to set it up themselves. That was of considerable concern to us in the beginning, as it was to you.

However, by maintaining the minister's obligation to continue all inspections that are in fact done, we made the bill acceptable, particularly given that safety management systems have already been set up in a majority of the major airlines. It is therefore a system that has been tried and tested.

We heard testimony from pilots. They told us that it was a good system. They were reassured by the fact that their companies had their own safety management systems, that they were not simply relying on a federal inspector who makes regular visits, although I do not know exactly what the frequency of the inspector's visits are. Still, if we are completely assured that at least the same level of inspections will be maintained by the government, the system put in place once and for all should provide us with better safety in future. We certainly must not simply rely on an inspection that may be done every six months or once a year.

Therefore, with a system that is kept in place permanently, we should be even safer. We must not, however, eliminate the companies' obligation to submit to inspection by the federal inspector who is really there to check that everything is as it should be.

[Tony Martin, NDP, Sault Ste. Marie, ON]

Mr. Speaker, I appreciate the opportunity to speak on this very important bill before us. It will have ramifications both in the short term and the long term if we allow it to go through the House today. I think it will put at risk the safety of travellers who fly by air across the country and those flying internationally.

It disturbs me deeply that we are moving with such haste and in a direction that we have seen in other jurisdictions has proven to be not good, and in some instances disastrous.

First of all, I commend and thank my colleague, the member for Burnaby—New Westminster, for the very vigilant effort he has put into this and the oversight that he has provided. The contribution that he has made to this committee, as it has struggled with the bill, has been nothing but outstanding and he continues right to the last minute to put on the table all of those concerns that we as an NDP caucus in the House have raised about the bill.

The member speaks very effectively on behalf of many people and particularly those who work in the airline safety industry, groups like the Canadian Union of Public Employees, the International Association of Machinists and Aerospace Workers, airline inspectors, and other representatives from the trade union movement. They know directly. They have to sleep with this every night. We will have to sleep with this as well if their ability to act on behalf of the common good, in the interests of safety for all Canadians, is in any way jeopardized by the interests of the airlines themselves.

We have seen this on a number of occasions in the not too far past. Many of us will remember the demise of an airline company called Jetsgo in this country. After it was grounded it was found that the safety record that it had was pretty alarming. Just by way of some commentary, I wish to quote what was said in a newspaper at that time:

Interviews with former employees, incident reports filed with Transport Canada and the Transportation Safety Board, and internal government documents paint a picture of an airline so badly run that some considered a major accident inevitable.

It went on to say:

The Jetsgo experience underscores some of the major findings that are part of an ongoing investigation into aviation safety by the Toronto Star, Hamilton Spectator and The Record of Waterloo Region. The probe has found a system struggling to keep up with the demands of higher passenger traffic and a disturbing number of mechanical problems.

To simply say that if we pull some of the government oversight out of this and turn it over to the companies themselves that somehow it will correct itself is, I believe, simplistic at its worst.

For the government to be moving down that road and with the support of the Liberals in particular who brought the bill forward in the first place, I think, is quite irresponsible.

We have our own member for Trinity—Spadina raising issues with the minister and the ministry in the context of this bill that speaks to her concern about an airport right in the middle of downtown Toronto. It already presents all kinds of safety and environmental challenges, never mind if that company, as it struggles to find its niche, gets a toehold in the very competitive market of the airline industry, and begins as well to cut corners where safety is concerned in order to be successful and profitable.

It concerns us deeply in this caucus that we would allow ourselves to be manipulated, led and driven in this way by the industry itself knowing what happened in the railway sector where we have done this, where we went down this road. There was very similar legislation in place in terms of safety oversight. Now we see day after day, week after week, railway accidents, some very close to communities. One of these days one of those accidents will be disastrous. If we have an accident in the air it is automatically disastrous by the nature of the way that business happens.

In light of what we know and what we have seen, our past experience, and the road we have gone down with other privatizations of this safety oversight and other privatizations of government operations, why would we continue to support a bill such as the one we have in front of us today?

I mentioned just a few minutes ago about the member for Burnaby—New Westminster who has worked really hard on this bill. In fact, given that it looked like the bill was moving through anyway because the Liberals, the Bloc and the Conservatives have now agreed that they are going to support, it did make some substantial progress.

However, I think our concern, and perhaps that little bit of progress, needs to be put on the record. These are major policy initiatives that would have a direct impact on Canadians who travel by air.

The financial bottom line of Air Canada and WestJet will be a factor in setting safety levels in the sky. Transport Canada will be relegated to a more distant role as a general overseer of this new safety mechanism that we are putting in place, namely, adequate safety costs and money, but the safety management systems, SMS, would foster a tendency to cut corners in a very competitive aviation market racked by high fuel prices. What would happen to safety when the need to make profits and save money becomes paramount, as in fact it already has?

Bill C-6 enshrines safety management systems which would allow industries to decide the level of risk they are willing to accept in their operations rather than abide by the level of safety established by a minister acting in the public interest.

Safety management systems would let the government transfer increasing responsibility to the industry itself to set and enforce its own safety standards. It is designed in part to help Transport Canada deal with declining resources and high projected levels of inspector retirements.

While the NDP passed an amendment at the transport committee that emphasizes a reduction of risks to the lowest possible level, rather than just accepting or tolerating these risks, we are still concerned about the delegation of safety to corporations.

Some of the amendments that we were able to get through committee included: a new legislative requirement for the minister to maintain a program for the oversight and surveillance of aviation safety in order to achieve the highest level of safety, a new legislative obligation for the minister to require that aeronautical activities be performed at all times in a manner that meets the highest safety and security standards, and a new legislative requirement for the minister to carry out inspections of operators who use SMS.

The NDP supported a government amendment to give the transport committee the unprecedented ability to review Transport Canada regulations that may have a reported safety concerns.

Under pressure from the NDP, the government was compelled to introduce extensive amendments to limit the scope of designated organizations, the bodies that would assume the role of Transport Canada in setting and enforcing rules on airline safety.

One such amendment would require proper government inspection of these designated organizations while another would require the minister to approve any rules made by these bodies.

The designated organizations provisions were also delayed three years before taking effect, as well as being subject to annual reporting to Parliament and the review by the transport committee after three years.

An amendment was successfully pushed through to ensure that the Canada Labour Code would prevail over the Aeronautics Act in the event of possible conflict. An amendment was added that would ensure employees and their bargaining agents are included in the development and implementation of SMS.

The government was compelled, after extended debate, to introduce a form of whistleblower protection for employees who report to Transport Canada. A new definition of safety management system was put in the legislation, emphasizing a reduction of risks to the lowest possible level rather than just accepting and tolerating these risks.

We claim, as I wrap up, that without constant and effective public regulation corporations would constantly push the limits of safety operations, at growing risk to the travelling public. This was said by Dave Ritchie, general vice-president of IAMAW.

While the government's intention to download the regulation and monitoring of safety to the private sector is dangerous, we are particularly concerned about the use of SMS in foreign repair stations. If the monitoring of Transport Canada and SMS in Canada is problematic, it is even more unlikely at foreign work sites. So, we continue to be very concerned and will in fact be voting against this legislation when it comes forward.

[Ed Fast, Conservative, Abbotsford, BC]

Mr. Speaker, I want to thank the member for his intervention but, of course, I disagree with him profoundly. It is interesting that at committee stage even the Bloc members initially opposed our legislation, but once they understood what it was about, once we introduced some amendments, and once they were able to introduce some amendments, we actually came to a consensus and realized this legislation was good for Canada and aviation.

One of the things the member just mentioned was his concern about this being a disaster waiting to happen. I believe he talked about moving in a direction that will be disastrous. Then he referred to privatization. There is nothing in this bill that I can see that refers to privatization, nothing.

I challenge the member. He is not a member of the committee and may misunderstand certain parts of the legislation, but if he is speaking in the House today I am sure he has read through the legislation. I would challenge him to point me to the sections which actually move Canadian aviation in the direction of privatization, move the whole issue of safety management into the private sphere. I do not see it. Maybe he does.

[Tony Martin, NDP, Sault Ste. Marie, ON]

Mr. Speaker, right off the bat I want to say to the member that I am always offended in this place when somebody suggests that just because a member does not sit on a particular committee he cannot intelligently participate in the debates that happen in the House.

I represent my constituents here. I was elected in the same election that the member was, so I have every right to get up in the House and state my comments and concerns on any issue that comes before the House in debate. I resent any comment that I somehow do not have the right or knowledge of the information necessary to put my perspective on the record.

The member for Burnaby—New Westminster, the hardest working member on the committee, has informed us consistently and constantly over the last few months as this bill worked its way through committee, so I have no difficulty putting the NDP position forward.

I say to the member that if it walks like a duck, if it quacks like a duck, if it looks like a duck, then it is a duck. We may not be talking privatization here, but everything in this bill smacks of and speaks of the privatization of the safety oversight of our airline industry, and we oppose that.

[Paul Szabo, Liberal, Mississauga South, ON]

Mr. Speaker, I tend to agree with the member. One does not have to be on a committee to be aware of some of the issues.

The member referred in his speech to alleged safety and environmental problems of an airport in the middle of downtown Toronto. I am aware there is an airport there. It is not exactly in the middle of downtown Toronto. The island airport is south of Toronto. Air Canada has regular flights to the island airport, as well as Porter Airlines, which is new. We are talking about another competitive situation.

In view of the fact that he has raised this as a relevant issue with regard to safety issues, is he aware of any specific example of an accident, alert, complaint or anything that would indicate there was any real safety concerns with regard to the Toronto Island airport?

[Tony Martin, NDP, Sault Ste. Marie, ON]

Mr. Speaker, I have seen the Toronto Island airport. It is located right in the heart of downtown Toronto. One cannot get to that airport without flying over major parts of that very important city in the province of Ontario. The potential for a disaster to happen is definitely there, particularly if we go down the road of turning over safety oversight in this industry to the companies themselves. There is only one company operating out of that airport right now and it is trying desperately to grab on to some piece of that industry, which is very competitive and very difficult.

Given a choice between hiring more people and making sure the best qualified people are working on those airplanes and bringing in people who are not quite as qualified in order to save money is where the privatization happens. It seems that the Conservative members do not understand, and thousands and thousands of people are put at risk in the heart of downtown--