Bill C-9 (Historical)

An Act to amend the Transportation of Dangerous Goods Act, 1992

This enactment amends the Transportation of Dangerous Goods Act, 1992, in order to enhance public safety — the safety of human life and health and of property and the environment.
The main amendments fall into two categories: new security requirements and safety amendments. These amendments include the following:
(a) requirements for security plans and security training;
(b) a requirement that prescribed persons must hold transportation security clearances to transport dangerous goods, and the establishment of regulatory authority in relation to appeals and reviews of any decision in respect of those clearances;
(c) the creation of a choice of instruments — regulations, security measures and interim orders — to govern security in relation to dangerous goods;
(d) the use of industry emergency response assistance plans approved by Transport Canada to respond to an actual or apprehended release of dangerous goods during their transportation;
(e) the establishment of regulatory authority to require that dangerous goods be tracked during transport or reported if lost or stolen;
(f) clarification of the Act to ensure that it is applicable uniformly throughout Canada, including to local works and undertakings;
(g) reinforcement and strengthening of the Emergency Response Assistance Plan Program; and
(h) authority for inspectors to inspect any place in which standardized means of containment are being manufactured, repaired or tested.

Transportation of Dangerous Goods Act, 1992

[Candice Bergen, Conservative, Portage—Lisgar, MB]

Madam Speaker, I am very happy to have the opportunity to ask my hon. colleague a few questions, because it seemed that he was speaking about a completely different bill from the one we have been working on in committee. He mentioned safety management systems several times, which actually has nothing to do with Bill C-9. I was wondering if my hon. colleague was aware of that.

We have worked extremely hard with the stakeholders concerning this bill. We have talked to the trucking industry. We have talked to the Teamsters. We have talked to farmers, who actually will not be penalized with this bill.

It is important for us to protect Canadians. I am wondering why my hon. colleague seems so opposed to protecting Canadians and making sure that dangerous goods are transported in a safe way by people who have the proper licence to transport these goods.

Why is that such a problem for the member? Why is the NDP opposing everything that we are trying to do for the good of Canadians?

[Peter Julian, NDP, Burnaby—New Westminster, BC]

Madam Speaker, Bill C-9, An Act to amend the Transportation of Dangerous Goods Act, 1992, is an important bill.

The folks listening to the parliamentary deliberations today need to know that the problems in the bill, which the member for Western Arctic just spoke about in the House, are issues that all Canadians should be concerned about. It is a given that no one in this House would want to see less security around the provision for dangerous goods. We all believe in an increased level of safety and security for all Canadians. However, the actions of the government clearly show that its tendency is to move to less safety and less security. It is because of that fact, tragically, that we need to look through every bit of legislation that is brought before this House to ensure that the objectives being set out would actually be accomplished by the bill.

When we look at self-managed safety, the famous controversial SMS, where safety was basically handed over to the companies themselves, the corporate CEOs, to police their own safety, we clearly saw that as a decreased level of safety and security for Canadians. The Liberals brought it in under the railway act where it essentially handed over the safety management of the railways to Hunter Harrison and other corporate CEOs. The government basically went out of the business of protecting Canadians.

What happened after? We had escalating derailment rates. In British Columbia, we have been faced with a number of high profile derailments, deaths and environmental degradation, all as a result of the government pulling itself out of safety management and ensuring protection for Canadians.

When the present government moved on the Liberal model, it moved with the same type of agenda. To save a little bit of money, it wanted to cut back on flight inspectors and hand over to corporate CEOs safety and security in the airline business. The NDP said, no, and we stopped that bill from passing in the House of Commons. It was not because we thought every airline would treat it irresponsibly. Of course not. Some airlines would be very responsible but we knew that some airlines would not be.

The past history of fly-by-night airlines clearly showed that when an airline becomes financially troubled, in many cases upper management would decide to degrade safety in order to save some money and keep the airline afloat. That is why we opposed that bill and why we shut it down in two Parliaments. I am pleased to say that there has not been a full implementation of SMS in commercial airlines in Canada because of the NDP. NDP MPs stood in this House with one voice and said that the government could not move forward with SMS, that it could not cheapen and devalue safety for Canadians and that one party in this House would stand up for an adequate level of safety and for enhancing safety for Canadian families.

Now that SMS has been implemented with business aircraft, we have seen a number of tragic crashes. The TSB is now looking into those crashes to see to what extent the farming out of safety to the companies themselves and the role that played in these tragic crashes. We recently heard of other crashes and the drive by the government to implement self-managed safety in other areas, such as helicopters.

What we have seen is a government track record that is not very good when it comes to safety. It is not very good when it comes to general concerns about public safety as well. We have seen cutbacks in the salaries to RCMP officers and cutbacks in prosecution across the country. The government may move ahead with some criminal justice legislation but it does not get the fundamentals right, which is having a system in place that protects Canadians. That is the problem. The skepticism we have is in the track record of the government. It seems oriented toward cutbacks in providing safety for Canadians rather than moving ahead with an agenda that actually makes sense. Because of that, we are naturally going to re-double our due diligence to ensure that the legislation that the government puts forward is legislation that actually does enhance the level of safety of Canadians. We are not a rubber stamp party like the Liberals.

We believe in our role as parliamentarians. New Democrats work very hard because we believe that Canadians should accept no less. They should demand from their members of Parliament due scrutiny and due diligence when it comes to every bit of legislation that is brought forward.

That is the context of Bill C-9. Essentially, our role in Parliament with the triple caucus that we have seen over the last three elections is to duly scrutinize government bills and ensure that they are accomplishing what they set out to accomplish.

We have some difficulties with the overall approach of the government to dangerous goods. One example that has not changed, that was irresponsible under the Liberals and is equally irresponsible under the Conservatives, is the low level of screening taking place for cargo containers coming into Canada from around the world. Fewer than 1% of them are actually screened for contents.

When we are talking about dangerous goods, fundamentally that is something that the government needs to address right up front, rather than this orgy of corporate tax cuts that seems to be its reason for being. It needs to look at the fact that we have millions of cargo containers coming into Canada every year, and essentially we are screening a lamentably small number of those cargo containers to actually find out what the contents are.

If the government moved forward with investments in that regard, it would get the support of the NDP, but it has made no attempt to increase the scrutiny that is required for these cargo containers coming from other parts of the planet.

Therefore, we come to Bill C-9. As the member for Western Arctic, the NDP transportation critic, has mentioned very clearly, one of our grave concerns is clause 5. Under “Transportation Security Clearances”, we have the following:

The Minister may, for the purposes of this Act, grant or refuse to grant a transportation security clearance to any person or suspend or revoke such a clearance.

That is a fundamental problem. When we give the minister a blank cheque and say, essentially, he or she has total control, what does that mean in terms of government operations? Can the government be trusted to use that total control given to the minister to actually ensure that what is put in place is fair to Canadians?

We have seen various attempts by the government to use that blank cheque that can be given to it by legislation in a way that we do not believe is appropriate, most recently refusing immigration entrance visas to people with whom it disagrees, essentially saying, no, it is going to take that overall control that it has and simply say no to certain categories of people.

When there is no system of checks and balances, that is a matter of great concern to us. The amendments in clause 5 essentially give that blank cheque to the minister and do not provide for that system of checks and balances that we believe, in a free and democratic society, is absolutely essential.

That is the fundamental problem and why we have seen, from various parts of the country, issues raised about the advisability of Bill C-9, as it is, going through.

As I mentioned earlier, there are difficulties with the lack of an overall strategy on the part of the government when it comes to dangerous goods. There is a lack of credibility when it comes to safety, when we look at issues such as bringing in self-managed safety, turning over our safety management systems, turning over Canadians' personal safety and that of their families to a corporate CEO who may or may not consider the safety with regard to other issues that are at play.

Particular legislation we stopped in the House also gave, essentially, a get out of jail free card to those who misbehaved or acted in an irresponsible and inappropriate way. We said no to that. Those were the SMS provisions that we stopped in the House. Only NDP members spoke up about that, and now more and more people are speaking out.

Justice Moshansky spoke out earlier this week about the fact that, under SMS, Canadian skies are more insecure now than they were even at the time of the Dryden tragedy of 1989, that essentially we are moving backwards in transportation safety.

It would be even worse if not for the stalwart NDP members who stopped those bills cold in the House of Commons because we knew it was not in the public interest.

Justice Moshansky is speaking out, flight inspectors are speaking out, and increasingly we are seeing the media taking an interest now, because of these tragic crashes, to ensure that Canadian safety moves to a higher standard, not to a lower standard.

The bill has been brought forward. We have heard from the member for Western Arctic that amendments were brought forward to ensure that the legislation was improved and actually did what it was purporting to do. Yet there have been letters, evidence and testimony from groups across the country that continue to have very strong concerns because of the fact that the transport committee did not adopt the amendments by the member for Western Arctic.

The member for Western Arctic is a friendly guy. He is also razor smart. He presented these amendments in an effort to improve the bill, to actually have the bill accomplish what it set out to do.

The Conservatives have a tendency of being really good on the spin and the smoke and mirrors and very poor on the substance. Criminal justice issues are one example of that certainly. SMS is another example of that. In fact, I could spend a full 20 minutes talking about the various methods the Conservatives use to not do what they are trying to do.

Very clearly we have evidence that there are concerns that have been raised in regard to this bill.

The Canadian Association of Agri-Retailers said in a letter dated just two weeks ago, “Confronted with increasing pressure from government regulations and more stringent industry standards, agri-retailers are facing prohibitive costs to keep their businesses compliant with security and safety infrastructure requirements. This financial burden cannot possibly be shouldered by agri-retailers alone. Without government assistance, many facilities will be forced out of the fertilizer market or will have no choice but to pass these costs on to Canadian farmers in an already recessed economic climate. Crop input dealers are still reeling from devastating fertilizer writedowns as a result of a precipitous drop in commodity prices in the fall of 2008”.

Canadian farmers and agri-retailers are concerned about what this means. Because the legislation was not drafted properly and because there is essentially a blank cheque being issued, they are concerned about the impacts. The government has not listened to this so far, but it is never too late to listen to the NDP. We are putting forward these amendments again and trying to get the government to understand that the bill, as is, is not appropriate to deal fundamentally with the issue of dangerous goods.

The International Longshore and Warehouse Union Canada has also indicated in a very lengthy letter its concerns about this bill. The letter was written by Tom Dufresne, who is the president of the ILWU. He is from British Columbia, a very articulate leader of his union and certainly has the support of the rank and file.

These are hard-working, dedicated longshore and warehouse workers who work every day. They make sure that things keep moving in Canada. So one would think that the government would listen to them, but it has not yet.

The letter stated:

On review of Bill C-9, the ILWU is immediately and seriously concerned about s.5.2(1) which requires workers who handle and deal with dangerous goods to hold transportation security clearances.

That is clause 5, which I mentioned earlier.

The letter continues:

The ILWU takes its members' privacy interests and job security very seriously and is consequently concerned about the ramifications of imposing unnecessary and invasive background checks on Canada's workers. The ILWU is committed to ensuring the safety of its members and Canada's ports generally, however, the ILWU does not believe that requiring security clearances to transport dangerous goods will further this objective.

That is, as the bill is conceived now, for obvious reasons. Farmers are not the only ones concerned about this bill.

S.5.2(1) states that no worker can handle or transport dangerous goods “unless the person has a transportation security clearance.”

That is what I mentioned earlier and the member for Western Arctic referenced.

This means that workers will be asked to answer invasive questions about a series of irrelevant personal matters such as...credit history and past travel, employment and education and their associations. They will also be asked to provide information about family members.

Those who refuse to answer those invasive personal questions could lose their employment, as others could as well.

We have to wonder how many Conservative MPs would pass this kind of questioning on credit history, past travel, employment, education and their associations. Conservative MPs would not want to go through that kind of in-depth, personal history, yet they are subjecting hard-working longshore people and hard-working warehouse people to doing that.

At that same time, it is important to note that they are simply allowing well over 99% of cargo containers, wherever those come from in the world, to just come right in to Canada.

What is wrong with this picture? We just bring in the cargo containers from wherever, with no screening, no control, no investment to ensure that they are not transporting dangerous goods. But the hard-working Canadians who have spent decades on the longshore will be subjected to a rigorous cross-examination to ensure that they did not smoke a marijuana cigarette when they were in high school or whatever else the Conservatives decide to concoct to try to push those hard-working Canadians out of their jobs.

It is absurd. It is a blank cheque. It is very clear why there would be concerns raised about the blank cheque that the minister gets.

The ILWU goes on to say that it is presently involved in a legal challenge to this requirement that is contained within this particular bill. The letter continues:

Of particular concern to the ILWU is the admissions received during the course of this proceeding from CSIS that personal information collected from employees and provided to CSIS during the background check process could be disclosed to foreign governments

This is one of the issues that the member for Western Arctic raised, that not only are we penalizing farmers for transporting fertilizer, but essentially once this rigorous cross-examination takes place of people who have worked on the docks for decades, the information is sent who knows where? There is no system of control, no system of checks and balances. Essentially the Conservatives are saying they want a blank cheque to do whatever they want.

The letter continues:

There are no set criteria to determine who will or will not be granted a security clearance. Transport Canada explains that “[t]he assessment of whether to grant or refuse a security clearance is based on a global evaluation obtained by the background checks...” Thus, workers may be deprived of their jobs based on subjective criteria.

Obviously, as to letter goes on to say,

This is particularly problematic when it comes to workers who handle dangerous goods since these employees are skilled, full-time, trusted employees who...have the most to lose if deprived of their employment.

The letter concludes by essentially saying that as the front-line workers on the docks of Canada's ports and working throughout the transportation system, they are already subject to a wide variety of security requirements including secured areas, restricted access passes, cameras, water and land patrols, gates, and fences that prevent unauthorized persons from assessing areas in which hazardous goods are unloaded.

As a result of that, the ILWU submits that background checks will do nothing to enhance the security of Canada's ports and transportation system.

The obvious reason is that the fundamentals, as I mentioned, the screening of cargo containers, have not been addressed by the government. The Conservatives do not want to do the investment, but they bring forward legislation that even Conservative and Liberal members themselves will admit is flawed.

The NDP has been offering, in committee and in the House, to improve those flaws so that Bill C-9 actually does what it purports to do. That is our role as NDP MPs, and it is a role that we take on proudly for the interests of Canadians.

[Dennis Bevington, NDP, Western Arctic, NT]

Madam Speaker, I am pleased to rise to speak to Bill C-9, which seeks to amend the Transportation of Dangerous Goods Act and to provide certain measures that relate to the security of the transportation system.

This bill was presented in the beginning as a way to protect Canadians. Many of the provisions within it may serve some purpose in that way. As such, we in the NDP have not really taken exception to many of the things within the bill.

Where we have trouble with the bill lies in the provisions under proposed section 5.2, having to do with transportation security clearances. That has been a focus of our attention to the bill.

We recognize that many of the other aspects within the bill are important and will continue to be developed over time through regulation, but where we saw this bill going was contrary to perhaps even the way the minister described it in the beginning. When the minister spoke to the Standing Committee on Transport, Infrastructure and Communities on February 24 of this year, he indicated that the problem in terms of transportation security clearances, one of the main purposes of the bill, lay with international trade with the United States.

In 2005, when the Safe, Accountable, Flexible, Efficient Transportation Equity Act was put in place in the United States, it required commercial motor vehicle licensed operators in Canada and Mexico to go through a background check under the U.S. regulations before they were permitted to bring their goods into the United States.

The minister went on to describe that Canadian drivers are currently doing this, but what the government really wants to do is set up a system within Canada that can satisfy the U.S. requirements under this act. He said:

Canadians enjoy access to the American market through the FAST program, and this will continue. But it is essential that we have long-term solutions to guarantee access to important markets for Canadian manufacturers, producers, and shippers.

This is a bit of a smokescreen in terms of what the bill actually offers up under proposed section 5.2.

After detailed questioning in committee, the minister and his departmental officials indicated that they were going to put in place a bill that would expand security clearances to any Canadian who handled or transported dangerous goods. When I asked why this was going on, they said they did not want to limit this to international travel.

Quite clearly, the way the bill was presented by the minister and the way it is actually written are quite different things. In reality, that is what the minister and the department were looking for. They chose to present it in a certain fashion, which certainly made the work in committee more difficult and also perhaps brought us to the situation today where we have a bill that, as it stands, we in the NDP have difficulty supporting.

Why do we care whether transportation security clearances, as outlined in the United States, would be permitted to be used across the board in Canada? Let us look at who could be caught up by a law like this.

Remember that, in the United States, as witnesses testified in committee, many of the people transporting dangerous goods in the U.S. lost their ability through the licensing and security clearance process. They could be farmers who pick up loads of fertilizer, workers in warehouses who move pallets of car batteries, aboriginal people who buy ammunition and take it to their communities, or home heating fuel delivery people.

I know these perhaps seem extreme, but the bill would allow that to happen. Why would we want to have these privacies invaded? Where is the protection for the little guy who Conservative members always are saying they are defending?

I have a letter from the Canadian Association of Agri-Retailers. It is very concerned with the contents of the bill and what it will do to its costs and ability to compete. As retailers, they are looking for compensation for the type of changes the bill will permit. What about those people in the transportation industry? What about the people who may lose their ability to operate in Canada as a result of this rather wide-ranging legislation?

At committee, we put forward amendments to limit the scope of the transportation security clearances to simply those instances in Canada where Canadians were engaged in international traffic of goods. Those were defeated, which gives us a great deal of difficulty in supporting the bill.

The International Longshore and Warehousemen's Union of Canada is battling against the privacy invasion the government wants under the Marine Transportation Security Act right now. The case is scheduled for hearing in the Federal Court of Appeal in June of this year. In its brief to the committee, the ILWU said:

The ILWU takes its members' privacy interests and job security very seriously and is consequently concerned about the ramifications of imposing unnecessary invasive background checks on Canadian workers employees.

The longshore workers are particularly concerned about section 5.2(1) of the bill, which states that no worker can handle the transfer of dangerous goods unless the person has a transportation security clearance. This means, if we follow the American model, that the workers will be asked invasive questions about a series of irrelevant personal matters such as credit history, past travel, employment, education and who they associate with, along with their criminal record checks and a number of other things that may or may not be appropriate. They will also be asked to provide information about other family members. This is what we are opening the door to for Canadian workers right across the country in the handling of dangerous goods.

Workers who refuse to answer these invasions of privacy could lose their employment. Then what happens to those who fail their security clearance due to something as simple as a minor criminal conviction from their teenage years? They lose their job.

There is also concern about this invasion of privacy and with whom the information will be shared. This is a great concern to all of us in the House, following many of the things we have had in place since the terrorist incidents of 2001. The longshore workers found that their private information could be shared by CSIS, Canadian Security Intelligence Service, with foreign governments.

We also put forward an amendment that would limit the ability of the government to share any information collected under the transportation security clearances with another government. The amendment was put forward but it was voted down in committee as well.

Once again, our attempts to protect the rights of Canadians in a reasonable and logical sense, not going too far ahead and keeping within the bounds of what is required for security, were turned down.

We know the government has a problem with Canadians defending their human rights. Just look at what it did, under the guise of a budget implementation bill, with pay equity. It stripped women of their equality rights, their ability to deal with important questions like that as the result of a current economic crisis. Imagine what the results of a major security breach in the country could be to Canadian workers? If any kind of security breach occurred, what kind of draconian measures could the minister put forward with the kinds of powers he would be given under the bill?

Therefore, we tried very carefully, after those two amendments failed, to put forward an amendment which would deal precisely with the question of human rights and that any of the regulations that would be struck by the bill and by the minister on the issue of transportation security clearance, which are not complex issues, would come back to a parliamentary committee for examination. This would give us at least an opportunity in Parliament to understand what the laws were doing to the essential rights of Canadians.

The bill does not set out any restrictions on the minister or set out any criteria to determine who will or will not be granted a security clearance.

Transport Canada says that the assessment of whether to grant or refuse a security clearance is based on the global evaluation obtained by the background checks. This means Canadians will lose their jobs based on a subjective process, a process which may never get reviewed by Parliament without the proper amendments.

The Liberal amendment, which we supported, would simply allow, with the support of a committee, us to bring forward regulations for review. It did not ensure that the regulations that would impact the human rights of Canadians would be in front of the committee. It allowed it to happen with the majority support of a committee. Majority support does not always exist in a minority government, where the opportunity at the committee level for the opposition to look at what the government is doing with a critical eye, particularly when the majority on the committee can simply refuse to do so.

In the likelihood of a situation occurring, which would impact on the rights of Canadians under a majority government, the committee likely would not get a chance to review those things. That is kind of the fatal flaw in the Liberal amendment. Our amendment would have ensured that situation did not occur.

Therefore, the Liberals, with their toothless amendment, have satisfied their angst about some of the issues we raised in committee. I felt there was some angst there, but once again the half measure proposed by the Liberals is all we really have in the bill.

The issue of dangerous goods and their safety and handling is very important. We do not deny that. We do not deny that many of the provisions within the bill are correct and they are things that can be worked out between government and businesses. However, the fundamental rights of Canadians to privacy and the respect for their human rights are things that we cannot work out. They are fundamental and they have to be respected.

Our difficulty with the bill is that we have been unable to adjust it so it meets the nod test over a period of time that the bill has correctly outlined and that will work for Canadians. While it will ensure that the present government perhaps will respect the rights of Canadians, it does not give any assurances that the next minister of another government would do the same thing.

That is our problem. We want to ensure that legislation not only fits with this Parliament, not only fits with this government but fits in the future and will ensure that basic rights of Canadians are protected. That is why we are standing today to voice our opposition to what has happened with the bill. I would be open still at this stage to see the bill amended to provide slightly better legislation, and I had talks with the parliamentary secretary about that.

We would encourage the government to simply look carefully at the legislation right now. If it can offer up a solution to some of our issues, we would be very happy to support it in its efforts and bring unanimity to the bill to ensure it serves Canadians well. If the government chooses not to do so, then we are stuck in the position we are today.

Our job is not only to keep Canadians safe, to protect them from harm, but also to protect their rights. There is always a balance that we have to strike. It is difficult. We cannot say that legislation is simple or that the way we outline our rights is simple. The Bill of Rights was only established in Canada in 1982. Much of the legislation we deal with has not got to the point where it matches up to our Bill of Rights, so why would we put forward legislation now that still does not accomplish what was laid out in the 1982 Bill of Rights? Why would we not work together to come up with the solutions that could follow an orderly and good system of governance?

When we talk about providing transportation security clearance across the country to workers, we have another approach within the bill. We did not have to go that way. Because we are asking companies that handle dangerous goods to come up with transportation security plans, we have the opportunity to work them. We can work with them in a selective fashion to ensure that their transportation security planning covers the employees they use to move those goods.

We do not need to have a nation-wide program of transportation security clearance in order to accomplish what we want to accomplish with the bill. Already within the bill there is the option to do it another way.

Those are things we need to take into account when we look at this type of legislation. It has been on the books since 2002. The sense of urgency to get it in place now is simply theatrics. We need to ensure we get legislation right for a change.

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

Madam Speaker, I am pleased to speak to Bill C-9, An Act to amend the Transportation of Dangerous Goods Act, 1992. We will be looking at this bill together. However, we should look at its history and remember how, in this Parliament, it takes time to adopt a bill that has unanimous support across Canada and, above all, which has had the full support of Quebec since 2002.

My Liberal colleague was quite right: the Liberals introduced the bill in 2002, there were consultations in 2004 and, since then, a series of elections have prevented passage of the bill. The Liberal government elected in 2004 lasted about 18 months. Although they introduced the bill, it was not a national emergency. The Liberal government did not do everything it could to move this bill forward.

An election was called and the Conservative government came to power. It was not a national priority for it either. In the Conservatives' first term, from 2006 to 2008, it was not urgent. Thus, the bill did not go through all the stages.

The Conservative government was re-elected and it seemed that it wanted to move the bill forward because, as some colleagues pointed out, it had the support of all provinces and territories. The transportation of dangerous goods is an urgent matter that we must deal with.

I will take this opportunity to read Bill C-9's summary, which states:

The main amendments fall into two categories: new security requirements and safety amendments. These amendments include the following:

(a) requirements for security plans and security training;

(b) a requirement that prescribed persons must hold transportation security clearances to transport dangerous goods, and the establishment of regulatory authority in relation to appeals and reviews of any decision in respect of those clearances;

(c) the creation of a choice of instruments — regulations, security measures and interim orders — to govern security in relation to dangerous goods;

(d) the use of industry emergency response assistance plans approved by Transport Canada to respond to an actual or apprehended release of dangerous goods during their transportation;

(e) the establishment of regulatory authority to require that dangerous goods be tracked during transport or reported if lost or stolen;

(f) clarification of the Act to ensure that it is applicable uniformly throughout Canada, including to local works and undertakings;

(g) reinforcement and strengthening of the Emergency Response Assistance Plan Program; and

(h) authority for inspectors to inspect any place in which standardized means of containment are being manufactured, repaired or tested.

When we read that summary, we realize that this bill should have been passed long ago. I find it amusing that, throughout the committee stage, the Conservatives have insisted that it was urgent that the bill be passed because of the Vancouver Olympics. This bill has been on the shelf since 2002, and consultations were conducted in 2004. At that time, it was urgent that the bill be passed.

Some of the bill's clauses will not apply to the 2010 Olympic Games. That is a cold hard fact. I do not know whether there is a problem within the Conservative Party with the implementation or passage of this bill respecting the transportation of dangerous goods. I do not know if the party is trying to sell to its rank and file the idea of passing a bill because of the 2010 Olympic Games, but this particular bill ought to have been passed long before now. It should have been a priority of this government but was not, when it was elected in 2006.

I indicated that it would not be possible to pass a number of provisions contained in the bill. One reason for this is the serious implications with respect to transportation security clearances.

I will read the new subsection 5.2(1) because it is worth reading:

No prescribed person shall import, offer for transport, handle or transport dangerous goods in a quantity or concentration that is specified by regulation—or that is within a range of quantities or concentrations ... --unless the person has a transportation security clearance granted under subsection (2).

Truckers wishing to transport dangerous goods must have a security clearance. This measure is in force in the United States, with all of its attendant advantages and disadvantages. I am sure that some of my colleagues will talk about the impact of that measure.

The text states very clearly: “No prescribed person shall...”. The problem is that there is not enough time between now and the start of the Olympic Games to implement the transportation security clearance domestically. It can be implemented for international transportation, but the Conservatives and their band of supporters are trying to sell us on this idea and to convince us that we need transportation security clearances for cross-border transportation of goods because, they claim, if some disaster were to occur, it would originate in the United States.

Forget that. The Americans already have their own security clearances, and there is no way a catastrophe originating in the United States could strike the games in Vancouver. If something were to happen, it would originate in Canada. Many other countries have already called our borders porous because of our huge navigable waterways and our extensive borders. Even individuals can move freely between the United States and Canada.

In terms of security, RCMP officers have been replaced at the Conservatives' instigation. They are the ones who removed RCMP officers from airports, ports, and so on. Those officers were replaced by security guards. That is a fact.

In theory, if the government really wanted security clearances to protect the Vancouver games, such clearances should also apply to interprovincial transportation and the transportation of goods within Canada. Transport Canada officials have told us that there is not enough time between now and 2010 to implement the new rules and to have all truckers take the tests.

The company that the Americans asked to give tests to all the truckers carrying dangerous goods to the United States was questioned and it was discovered that between 10% and 15% of the truckers had not obtained their security clearances for the reasons decided on by the countries. We will also have to pay attention, therefore, and the industry will have to ask itself some questions. Everyone seems to agree on that and I do too because what matters to us in the Bloc Québécois is what Quebeckers think.

Transports Québec has been involved in this entire discussion since 2004 and agrees completely that it is taking too long to pass this legislation. As I said, though, the objective cannot be 2010 because it would take three to five years to implement a measure like this on interprovincial transportation within Canada. It was the public servants who came and told us that.

When it says here, “No prescribed person—” the first people involved will be those who transport goods back and forth to the United States and have easier access to it because of their accreditations. Once Canada issues these security clearances, the American will accept them and it will be easier to transport dangerous goods between Canada and the United States.

Once the security clearances and accreditations have been issued, the Americans will recognize Canada’s and vice versa. It will be easier therefore. I have a lot of problems, though, with the fact the government is trying to sell this by saying it is for the 2010 Olympic Games. I had a lot of problems with it as soon as I saw it and I still do today. Regardless, though, this bill should be passed and the Bloc Québécois will be responsible and do all it can to ensure it goes as quickly as possible.

That brings us to the fact that if this passes, we know very well that regulations will be produced along the way. It is true. Some of our colleagues have asked questions, amendments have been proposed, and some questions still need to be asked about the regulations. Insofar as the security clearances are concerned, these questions include the fact that it says they are for prescribed persons.

This means that after the bill is passed, regulations will be adopted by the Department of Transport. They do not have to go through the House of Commons. That is where abuses could arise. Since the Conservatives came to power, many members have felt that their right-wing ideology is very dangerous when legislation is left in their hands. By dangerous, I mean that respect for human rights and freedoms is not always their cup of tea.

So in some respects, it is true that it is not easy, because the department still has to have some leeway. In fact, the types of dangerous goods will also be determined by regulation. There is a whole slew of new products, and it is not easy to create enabling legislation that covers everything that might happen in the industry. It is only natural to leave it up to the government or the minister, regardless of who that may be at the time, to pass regulations to protect people.

In committee, the Liberals introduced an amendment that everyone supported. We supported it, and so did the party in power. I want to read the proposed subsection 30(3). This is on page 26 of the English text:

Section 30 of the Act is amended by adding the following after subsection (2):

(3) The Standing Committee on Transport, Infrastructure and Communities of the House of Commons or, if there is not a Standing Committee on Transport, Infrastructure and Communities, the appropriate committee of that House may review any regulations made under this Act, either on its own initiative or on receiving a written complaint regarding a specific safety concern. The Committee may hold public hearings and may table its report on its review in the House of Commons.

We wanted this amendment to be added to the bill so that if a complaint were ever filed with Transport Canada, it would be referred to the Standing Committee on Transport, Infrastructure and Communities, which could conduct an investigation. We have to be careful, because the transportation of dangerous goods poses a problem not only for people who have to deal with highways or major railways in their areas, but also for people who see the St. Lawrence River and the St. Lawrence Seaway being used to transport dangerous goods.

The purpose of the bill is simple: to force companies to have an emergency response plan, in order to ensure that everyone who handles these materials is authorized to do so and has the proper security clearance. It is not enough that they have the skills. It is important to ensure that they do not have any history of evil plans that they could act on.

Clearly, the interest is there, but there is no real transparency, and that is for two reasons. People do not want the information to be made public: for instance, on a given date, a certain quantity of a given substance is going to be transported by road, by rail or by ship. We must not give any ideas to people who may have evil plans. So this information remains secret. The reverse situation is also true: it prevents people from worrying about the transportation of hazardous materials and prevents protests and public outcries about the fact that hazardous material is being transported within our borders.

It was time, however. As I was saying—it is not because of Vancouver 2010—passing such bill was a matter of a national urgency. Indeed, we live in a chemical and technological era, and companies whose business involves selling, transporting and delivering hazardous materials must be obliged to have an emergency response plan, that is, a method for taking action.

This means that, should extremely dangerous goods ever be transported within our borders, Transport Canada would automatically receive the company's plan. The company is responsible for ensuring safety in the event of a spill or explosion when it is transporting explosives or something of the sort. It is therefore up to the company to arrange for all fire brigades along the way to be contacted. It is required to demonstrate to Transport Canada that it is able to respond to an emergency.

My earlier remarks were to the effect that passing this bill is a matter of national safety. This should have been done years ago. I will not get into the details of why, after dragging their feet for four years, the Conservatives have now decided to use the Olympics as an excuse to get their rank and file to support it. The fact is that, when dangerous goods are transported on our roads, railways or seaways, it is imperative to have an emergency plan. Other countries around the world have emergency plans. The United States and Europe already have theirs. Canada is always lagging behind when it comes to that sort of thing. It is time that we have a plan.

This bill deserves to move forward. That is why I read clause 30, which says that the committee must receive complaints and intervene accordingly at all times. All of the provinces and territories have approved the application of these regulations. The text, particularly paragraph (f) of the summary, reads as follows: “clarification of the Act to ensure that it is applicable uniformly throughout Canada, including to local works and undertakings”. That is not as easy as it sounds.

Quebec has its own inspection and verification procedure. We have our own network of surface transportation inspectors, known as “les Verts”, for those familiar with the term. We have our police force, the Sûreté du Québec, and we have ministry of transportation inspectors who are regulated by Quebec and intervene as required. In Quebec, public safety is the Government of Quebec's responsibility. The bill could simply not be enforced or supported without the Government of Quebec's support, which has been granted.

We must also ensure that the government can provide compensation if the bill gives rise to additional expenses for the territories and provinces. I am also the infrastructure critic and I have had discussions with municipal representatives while touring Quebec. Bills and changes to the Criminal Code have been adopted that have resulted in additional expenses for big cities dealing with crime. The money never arrives at its destination. Bills are adopted and when the laws are implemented it is the communities, towns and provinces that have to foot the bill. Money was provided to help fight street gangs but it was not enough, given how the problem has grown. That is an example of additional expenses.

All too often the federal government passes laws. This type of bill does not provide for any assistance to the provinces and the territories. I hope that the government realizes that it is making more work for inspectors working in Quebec. I hope that it will not create an inspection service that, once again, will duplicate Quebec's inspection services or will create a new federal inspection service when one already exists in Quebec. If it does, it must provide compensation for the work done by the province in order to comply with the legislation.

The Bloc Québécois will support this bill, which should have been adopted in 2004. The government can count on our full support to move this bill forward.

[Sukh Dhaliwal, Liberal, Newton—North Delta, BC]

Madam Speaker, I am very pleased to rise today to speak to Bill C-9, An Act to amend the Transportation of Dangerous Goods Act, 1992.

The Liberal Party is committed to assuring and improving the safety and security of all Canadians. It was the Liberal government that initiated a series of studies in 2002 and consultations in 2004 in order to lead to the proposed legislation we have before us today. We are glad that the Conservative government is finally bringing forward the proposed amendments to the Transportation of Dangerous Goods Act, 1992.

Canadians are at risk every day from accidental exposure to dangerous goods. In fact, two train derailments involving dangerous goods, one in Winnipeg and one east of Toronto, occurred just this weekend.

Each year roughly 30 million shipments of dangerous goods occur in Canada. This means that approximately once every second a dangerous good is being transported. Our current system is good, and there is no suggestion here that we should be overly alarmed. However, we live in a very different world today than we did when this bill was originally written.

In committee, Liberal members examined the proposed legislation to see if it accomplished the following five objectives. First, does it reinforce the existing emergency response assistance plan systems? Second, will it require security training and screening for all personnel who are handling and transporting these dangerous goods? Third, since this is enabling legislation, how will the regulations that would follow improve the safety and security of workers and the public? Fourth, will the amendments in the legislation give us a clearer handle on the companies, products, and associated security protocols that move dangerous goods around the country? Finally, the fifth objective, will the enforcement of this legislation be consistent throughout the entire country, east-west, north-south? As a result, will it be uniform in its application and its demands for all shippers and transportation companies?

From our perspective, the most important issue is to make sure that we have qualified people handling these shipments of dangerous goods. It is not the transportation of dangerous goods itself that poses a public risk. Rather, it is the people who are involved in the transportation of these goods where our attention must be focused.

We must know that all individuals involved in transporting these goods are qualified, that they are appropriately trained, screened, and capable of dealing with emergencies should there be an accident.

We also must know that companies involved in transporting dangerous goods have foolproof systems in place to track the goods, remembering that approximately once every second a dangerous good transportation is being sent out.

The proposed legislation will require security training and screening of personnel working with dangerous goods. However, the exact regulations and requirements will not be known until the government moves to bring them forward.

In committee, we heard from witnesses who had concerns and views about the regulations that would stem from the proposed bill.

The Teamsters made it very clear that workers who would require security clearances be treated fairly and with sensitivity and that the regulatory framework respected their rights.

The Canadian Trucking Alliance expressed concerns about the costs and overlaps involved in the proposed requirements for transportation security clearances and for security plans and security training.

AC Global Systems, from my home province of British Columbia, is working with the Transportation Security Administration in the United States on future regulations. It suggested that Canada develop a parallel tracking system for hazardous materials shipments, including the mandating of vehicle shutdown technology and driver authentication technology.

Finally, L-1 Identity Solutions suggested that Canada use fingerprinting technology to screen the prospective haulers of dangerous goods.

All the witnesses brought great depth and value to the committee considerations. It is striking that most of the discussion related not to the legislation being considered, but rather to the future regulations that this legislation would enable.

The potential controversy with the proposed legislation lies in the regulations that will be revealed in the future.

We were pleased therefore that the Liberal amendment to the bill, that the transport committee be mandated to review future regulations made under the Transportation of Dangerous Goods Act, was passed in the committee stage of the bill.

We will lead the charge in scrutinizing and studying each and every regulation that stems from the bill to ensure that our national safety and security and our individual rights are defended with equal vigour.

[Brian Jean, Conservative, Parliamentary Secretary to the Minister of Transport]

Mr. Speaker, it is with absolute pleasure that I rise today to address the House at third reading of Bill C-9, An Act to amend the Transportation of Dangerous Goods Act, 1992.

An amended Transportation of Dangerous Goods Act will give us the proper mechanism to prevent and appropriately respond to security incidents during the import, handling, offering for transport and transport of dangerous goods, just as is currently done for safety incidents.

The bill before us today is the result of extensive consultations with the public, industry, unions, first responders, and provincial and territorial governments. I am very happy to say that the Standing Committee on Transport, Infrastructure and Communities also conducted a thorough study of Bill C-9. We heard from a variety of stakeholders, including representatives from industry and unions, such as the Teamsters and the Canadian Trucking Association. I can say with certainty that all of the witnesses who appeared before the House committee strongly supported this bill and indicated that it was very necessary at this particular time.

Some witnesses talked about potential technological research and innovation that may actually provide long-term security solutions to help, for example, track the movements of dangerous goods. Others spoke strongly on the need for Bill C-9 and their belief that it is essential to have an effective security program in Canada. We in this government also believe it is very important to have the security of Canadians as our first priority.

The industry stakeholders supported the bill's security prevention and response program, including a security clearance program, especially one in which one single background check is accepted by our trading partners, such as the United States and others, for all transport workers. This bill, along with the work currently done in Transport Canada with our North American partners, that is, Mexico and the United States, will enable us to do just that.

Other witnesses spoke about the important role a safe, secure and efficient transportation of dangerous goods program plays in the Canadian economy and the good-paying industry jobs it provides. Many people in Canada work in this industry. In fact, in 2007 total dangerous goods sales in Canada were estimated to be about $50 billion. That is right, $50 billion, a great sum. Canadian chemical sales accounted for $36 billion of the aforementioned total. Of the Canadian chemicals sales in 2007, 75% of the sales were to international markets. Exports to the United States rose by 17% while offshore exports rose about 29%. This is a growth industry which is very important to the Canadian economy.

Today there are over 26 million commercially available chemicals being sold around the world and over 46 million organic and inorganic substances registered with the Chemical Abstracts Service of the American Chemical Society. Growth in the registration of new chemicals continues exponentially. Add to that, in Canada there are over 30 million dangerous goods shipments made every year. These shipments are absolutely critical and vital to communities nationwide.

Some of the chemicals enable, for instance, municipalities to provide safe drinking water to their citizens, doctors to provide their patients with access to vital and important nuclear medicines, manufacturers to produce plastics that are used in our clothes, homes, cars, boats and cottages, and everyday Canadians, on those beautiful summer days, to cook their favourite meals on their backyard propane or gas barbecues. That is one of my personal favourites.

The Transportation of Dangerous Goods Act is criminal law and has serious consequences as a result. It applies to all matters relating to the importation, handling, offering for transport, and the actual transportation of dangerous goods. Provincial legislation addresses mostly local transportation on highways. The federal regulations, which are multi-modal, are adopted in one manner or another by each province and territory. It is a cooperative effort, and this government works in cooperation with our other partners in the provinces and territories. The current act and regulations are enforced by federal and provincial inspectors.

The Transportation of Dangerous Goods Act provides the federal government with the authority to develop policy, to verify compliance, to conduct research to enhance safety, to guide emergency response, and to develop regulations and standards to manage risk and promote public safety during the transportation of dangerous goods.

An ounce of prevention is better than a pound of cure, and we are working at the start instead of just the end. Before a shipment can be made, the person who offers for transport or imports the dangerous goods must, and I repeat must, submit an emergency response assistance plan to the transportation of dangerous goods directorate. These plans are reviewed by experts and if they are satisfied that the plans would be able to appropriately respond to an emergency, they are approved.

There are currently about 1,000 approved emergency response assistance plans that industry uses to respond to accidental release of dangerous goods. These important emergency response assistance plans assist local emergency responders by providing them access to 24-hour technical experts and specialized equipment in the event of an incident involving dangerous goods.

The plans are required to explain how specialists and other personnel with knowledge, equipment and skills will be available to respond following an incident involving their dangerous goods.

Prior to the changes put forward in Bill C-9, these plans would not be available to governments or first responders should there be a security incident involving dangerous goods. That is right; prior to these changes these plans would not be available.

These new changes will enhance public safety, and most Canadians would agree, by enabling a response to a terrorist incident involving dangerous goods just like that of an incident following an accident. In addition, the bill will enable the government to authorize a person with an approved emergency response assistance plan to implement the plan in order to respond to an orphaned release of dangerous goods when the identity of the responsible person is not known. This is important.

In committee we heard from industry that it supports the use of its emergency response assistance plan to respond following a government request to security incidents involving dangerous goods.

Industry testified that it sought recovery of its costs associated with response and that the government provide indemnity protection during the requested response time. This is important for the industry because those costs can be prohibitive in some cases. This is what Bill C-9 does and this is why industry supports it so strongly.

There was a lot of discussion in committee about the important and new security prevention program proposed in Bill C-9. The prevention program includes: requiring security plans and security training; providing the authority for transportation and security clearances for the dangerous goods, as well as an appeals process; providing for interim orders and security measures; authorizing regulations to be made to require that dangerous goods are tracked during transport; and authorizing regulations to be made to require that dangerous goods be reported if they are lost or stolen during their importation, their handling, their offering for transport, or their transport. These are five very important provisions to keep Canadians safe.

Bill C-9 would provide the authority to establish performance regulations for security plans and training based on international and United Nations recommendations and aligned with existing U.S. regulations. It would also enable regulations to be made to establish security requirements for tracking dangerous goods as well as regulations to be made to require companies to report lost or stolen dangerous goods.

In August 2005 the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users, or better known as SAFETEA-LU, came into force in the United States. This act requires commercial motor vehicle drivers licensed in Canada or licensed in Mexico transporting dangerous goods into and within the United States in truckload quantities to undergo a background check, much like the security clearance we proposed. These are similar to those required for United States truck drivers transporting truckload quantities of dangerous goods in the United States. Quite frankly, it makes sense.

Canadian drivers are currently satisfying these provisions if they have been accepted into the free and secure trade, FAST, programs of the Canada Border Services Agency and the U.S. Bureau of Customs and Border Protection. However, the United States still expects Canada to implement a long-term solution. This government has a long-term vision and long-term solutions for the best interests of Canadians. The bill before us today will provide the authority to establish the long-term solution by establishing a transportation security clearance program.

There was much discussion in committee on this component of the prevention program. Industry and union representatives all indicated a preference for a Canadian program, one where an appeal application and appeal are done in Canada as the preferred clearance program. This is what Bill C-9 provides. This is what industry wants and it is what we are delivering for Canada, a Canadian program.

We also heard from witnesses that with the upcoming Vancouver 2010 Winter Olympics there is a strong need for Bill C-9. An amended Transportation of Dangerous Goods Act will provide the right tools to support a safe and secure Olympic games. This is important for Canada on the world stage.

Witnesses spoke to the committee specifically on the importance of passing this legislation as quickly as possible so that Canadians can be protected should Canada be a target before, during, or after the Olympics of a security incident using dangerous goods. With the passage of Bill C-9, government, acting on intelligence provided by the Royal Canadian Mounted Police or the Canadian Security Intelligence Service, would be able to use immediately the emergency regulatory instruments in Bill C-9, the use of interim orders and security measures, to prevent an incident during the transportation of dangerous goods.

They would also be able to provide help to first responders during the response to a terrorist incident involving dangerous goods using industry's Transport Canada approved emergency response assistance program, again a Canadian-made program for Canadian interests. Canada has a strict and vigorous dangerous goods program, one that was built primarily on preventing safety incidents during the transportation of dangerous goods, but also covering responses to actual or anticipated releases of dangerous goods.

With the passage of an amended Transportation of Dangerous Goods Act, public safety will be enhanced through the inclusion of a world-class security prevention and response program to the existing safety program. This is important. These enhancements are important to keep Canadians safe.

In conclusion, Bill C-9 is extremely important for the promotion and enhancement of public safety. In fact, our international and domestic partners have been waiting for these changes for some time.

I commend the committee on bringing this bill forward as quickly as possible. I encourage all members to vote to pass this bill so that our colleagues in the other place can start the process of reviewing this bill without delay and we can get one step closer to this very important bill becoming law. Together we can take one step further to protect Canadians and Canadian interests.

[Jay Hill, Conservative, Prince George—Peace River, BC]

moved that Bill C-9, An Act to amend the Transportation of Dangerous Goods Act, 1992, as amended, be concurred in.

The House proceeded to the consideration of Bill C-9, An Act to amend the Transportation of Dangerous Goods Act, 1992, as reported (with amendments) from the committee.

Business of the House

[Jay Hill, Conservative, Leader of the Government in the House of Commons]

Mr. Speaker, the hon. House leader for the official opposition has many questions for the Thursday question and I will try to get to all of them.

Today we will continue debate on Bill C-14 on organized crime, which he mentioned. Following Bill C-14, we will consider Bill C-15, drug offences, and Bill C-16, the environmental enforcement act in that order.

Tonight we will complete the debate on the first report of the Standing Committee on the Status of Women.

Tomorrow we will begin debate at third reading of Bill C-2, the Canada-European free trade agreement and continue with any unfinished business that carried over from today.

When the House returns from the constituency week, we will continue with the business from this week, with the addition of Bill C-9, transportation of dangerous goods, which was reported back from committee.

You can add to the list for the week we return, Mr. Speaker, Bill C-7, marine liability, Bill S-3, energy efficiency, and Bill C-13, Canada grains, which are all at second reading and any bills that have been reported back from committee by then.

As to one of the questions that the member specifically mentioned, the last day in this supply period shall be on Tuesday, March 24, when the House will vote on supplementary estimates C, interim supply and the interim supply bill. As he noted, it is a very important day as these are the resources necessary to provide the stimulus to which we have all been looking forward and which Canadians are greatly anticipating.

Hopefully, the Senate will have passed the budget bill, Bill C-10 by then. In fact, as my colleague mentioned, my understanding is the opposition has suddenly discovered the parts of the budget bill that pertain specifically to the extension of employment insurance benefits, which will come into effect immediately upon royal assent of Bill C-10, the budget implementation act. Therefore, rather belatedly, the Liberal senators have decided to work with the Conservative senators in the other place and get the bill passed expeditiously. I hope that takes place this afternoon. It would be therefore my hope as well that royal assent could take place as early as this evening and we would see that bill enacted as quickly as possible.

As to the reiteration of my colleague's support for Bill C-14 and Bill C-15, our two latest justice bills, I welcome his support and I appreciate that. We are open to moving these bills through all stages as quickly as possible. Failing that, we would look to put up a minimum number of speakers, as we have done on many pieces of legislation already in this session, to move legislation through as quickly as possible. The problem, as my hon. colleague well knows, is not with the official opposition on or of the Conservative Party, the Conservative government, but with the other two parties, which are unwilling to do so.

Transport, infrastructure and communities

[Merv Tweed, Conservative, Brandon—Souris, MB]

Mr. Speaker, I have the honour to present, in both official languages, the first report of the Standing Committee on Transport, Infrastructure and Communities concerning Bill C-9, An Act to amend the Transportation of Dangerous Goods Act, 1992.

[Jeff Watson, Conservative, Essex, ON]

Concerning the provisions around security clearances for the bill, do you support those provisions in Bill C-9?

[Alan Brousseau, Executive Vice-President, International Enrollment Services, L-1 Identity Solutions]

I will start.

Thank you very much, Mr. Chair.

I would like to thank the standing committee for allowing me the opportunity to testify today.

My name is Alan Brousseau, and I'm the executive vice-president for international enrollment services at L-1 .

I have brought Mr. Dick Spencer with me today from our Nashville office, who is a senior vice-president and has extensive experience in HAZMAT security clearance programs similar to the one that's being proposed or contemplated in Bill C-9. I also have with me Mr. John Conohan, former RCMP officer, who's an expert in security clearances and criminal history background checks in Canada.

Our company, L-1 Identity Solutions, specializes in many different areas of identity management and security, and we typically do so by employing the use of biometrics. Biometrics include such items as fingerprinting, facial recognition, and iris scan technologies. Our company specializes in creating solutions, typically for government agencies that are seeking to mitigate the risks associated with security threats, and providing them with the tools necessary to protect their assets.

We have a lot of experience in providing government agencies with logistical expertise in terms of rolling out programs that would credential or enroll applicants for security clearances. I think the most relevant experience that we, and specifically Mr. Spencer, will speak to you about today is called the hazardous materials endorsement program, sponsored by the Department of Homeland Security, the Transportation Security Administration agency.

We also have experience in other similar federal U.S. programs, such as the transportation workers identity card, which is a credentialing program at all port facilities across the U.S., and HSPD-12, which is a credentialing program for all federal employees across the U.S.

We're here today to share with the committee some of our experiences in the HAZMAT program in the United States. The HAZMAT program involved collecting applications, enrolling, and fingerprinting over 800,000 truck drivers across the U.S. It's been going on for about three years, if I'm not mistaken. We also have a few friendly and constructive suggestions on how to perhaps strengthen the bill and strengthen, obviously, the objectives of the bill that you folks are discussing today.

On that note, I'll turn the floor over to Mr. Spencer, who will provide you with some insight on HAZMAT. Mr. Spencer is from Nashville, Tennessee, so he has a bit of an accent. If he's speaking too quickly, please ask him to slow down, and he's promised not to use the word “y'all”.

[Jeff Watson, Conservative, Essex, ON]

Welcome to our guests, of course, for appearing today. We appreciate your contributions, your testimony here, before the committee on Bill C-9, our bill to amend the Transportation of Dangerous Goods Act, 1992.

Since we're having a healthy discussion on security clearances, Mr. Montague, I just want to make sure I understand your position clearly. I'm not sure I'm entirely clear on it, so I'm going to ask a couple of questions to see if I can clarify this a little bit more.

Are you suggesting that the drivers who have already been awarded a FAST card should automatically receive a new transportation security card? Is that what you're suggesting to the committee, because these drivers have already been approved by FAST?

[Sukh Dhaliwal, Liberal, Newton—North Delta, BC]

Also, there will be new inspection powers in Bill C-9. Are you comfortable with those?

[Sukh Dhaliwal, Liberal, Newton—North Delta, BC]

In Bill C-9, new powers will be given to the minister, such as powers to issue interim orders. Are your organizations comfortable with those kinds of powers given to the minister?