Bill C-511 (Historical)

Proactive Enforcement and Defect Accountability Legislation (PEDAL) Act

An Act respecting the reporting of motor vehicle information and to amend the Motor Vehicle Safety Act (improving public safety)

This enactment amends the Motor Vehicle Safety Act to introduce the concept of “safety-related defect”. It imposes certain reporting requirements on companies and requires the Minister of Transport to take certain measures when he or she determines that a vehicle or equipment contains a potential safety-related defect.
This enactment also authorizes the Governor in Council to make regulations requiring companies to report to the Minister of Transport any information requested by the Minister as well as any information that may assist in the identification of safety-related defects in vehicles and equipment in Canada.
Finally, this enactment requires the Governor in Council to propose regulations respecting brake override systems for prescribed classes of vehicles that are equipped with an electronic throttle control system.

Proactive Enforcement and Defect Accountability Legislation (PEDAL) Act

[Pierre Paquette, Bloc, Joliette, QC]

Mr. Speaker, I am pleased to speak to Bill C-511, An Act respecting the reporting of motor vehicle information and to amend the Motor Vehicle Safety Act (improving public safety).

From the outset, I can tell the sponsor of this bill that the Bloc Québécois supports the principle of the proposed legislation. We are in favour of referring the bill to committee. Every member in this House is concerned about road safety.

Over the past few months, several recalls have shocked the collective psyche, perhaps because they received more media attention or they involved manufacturers that were generally thought to be road safety conscious. I think for instance of the recall affecting some Toyotas. We should not focus on that make of car, because other car manufacturers have also recalled products.

Updating the Motor Vehicle Safety Act is totally appropriate. We are for making changes to it, so that the reporting of certain critical information between car manufacturers and the regulatory body, namely, Transport Canada, is improved.

The Bloc Québécois is also in favour of hearing from various witnesses and stakeholders from the industry about the technical aspects that could strengthen safety standards for these vehicles. We would be very happy to see this bill sent to committee.

The sponsor was surprised by the fact that automobile manufacturers, who were known for their dedication to safety, who had built their reputations and had gained significant market share in North America and throughout the world, were heavily criticized for their inability to manage problems that were identified.

Initially, experts at Toyota denied that there was a problem with the accelerator pedal in the Toyota RAV4. I do not know if that was the only model with that problem, but I am very familiar with the problem, because I experienced it myself. A dealer's first reaction, even if it is not directly responsible, will be to deny the problem. Unfortunately, it is the law of supply and demand that prevails: the person selling a product always has more information than the person buying it.

Over the years, legislation has been passed to protect consumers—car buyers, in this case. It makes sense to extend this protection, given that problems are increasingly complex because of the sophisticated technology that goes into cars today. It used to be that we would take our car to any garage, where any mechanic could look at the problem and say whether it was a common problem and what caused it. Now, we need computers to do that. Sometimes, the mechanic even needs to have technical knowledge that not every garage operator we take our car to can necessarily afford.

Although certain protections in the act once met the technology and consumer protection requirements, new realities mean new needs. The Bloc Québécois is very open to referring this bill to the Standing Committee on Transport, Infrastructure and Communities for review.

The bill would make four major amendments to the Motor Vehicle Safety Act. First, it would introduce the concept of safety-related defect. As I said, because of new technology, this is something that needs to be done. The bill would also give the minister new powers to recall vehicles and equipment if he makes a preliminary determination that they contain a safety-related defect.

Unfortunately, automobile manufacturers—and I do not want to target any specific one—are in business to make a profit, and safety concerns, while they do exist, are often somewhat secondary. And this does not happen solely in the automobile sector. We have seen it in the financial sector with the financial crisis we have just experienced.

A third element is to create an early warning system, which requires manufacturers to provide the minister with quarterly updates on potential safety-related defects based on data from domestic and foreign sources. One final element is the mandatory installation of a brake-override system in vehicles that employ an electronic throttle control system. This is in reference to the recent problems that we have seen with certain Toyota models.

For all of these reasons, I believe that this is completely normal, and I imagine that all of the parties in this House want this bill to be studied in more detail and would perhaps like to improve it. However, it certainly would meet an essential need regarding safety on our streets as well as the consumer's right to purchase a product over which they have little control and in which they have a great deal of confidence.

[Brian Masse, NDP, Windsor West, ON]

Mr. Speaker, I am pleased to rise to debate and support Bill C-511.

The NDP also has Bill C-513 from the member for Elmwood—Transcona, which would enhance the bill if we could get some amendments made to it. Some key elements are missing from the bill, but this is a good start and an important one.

I want to note a statement, and it is important to put this in context. As things currently stand in Canada, there is very little protection for consumers and public safety under the Motor Vehicle Safety Act as it currently stands. Basically we allow decisions in Washington and Tokyo to decide what vehicles are on the road in Canada and what can be recalled, as we really have very little enforcement power.

We have also seen, through the Toyota case, Canada being treated as a second-class citizen. The government's behaviour in this action has been rather troubling. Quite frankly, it has been ignorant of this issue and has not been willing to move forward with changes to legislation. I do not understand, when there has been support offered by myself and others to move on this, why we have not done so.

The result has been the treatment of Canada by Toyota as an example. In the United States, it was fined the largest fine possible under its act. It promised the United States over $100 million for a new research training and safety centre. Canada is getting nothing. It provided its citizens with different recall supports than in Canada. Therefore, Canadian consumers were treated differently.

In fact, when the original recall took place, I wrote Toyota Canada and asked it to at least treat Canadians the same. I wrote Toyota on November 26 for the first time. Although it contacted the American customers individually, it refused to do so for Canadian customers.

There is a history that is now backed up with facts. Later today I will discuss how some of Toyota's investors are now suing it because they believe it withheld information.

The one case that I want to talk about, and a statement I am going to read, is from Mr. Ron Eves, whose partner is Lori Eves. They lost their son Christopher in a car accident in Washington. This is Mr. Eves statement about the situation that took place in 2007.

The minister told the Eves family that he would investigate this matter, but he has yet to do so. Members will hear the circumstances, which are very important, as well as the credibility of the witnesses.

This is what Mr. Eves has to say:

As a Canadian my experience the past three years has been appalling. One would expect the federal government whose responsibility it is to ensure the public's safety with regards to motor vehicles would take seriously a potentially suspicious single-vehicle accident that resulted in the death of the driver. The fact that the manufacturer has gone out of its way to obfuscate and ignore examining in detail the vehicle, the electronic data recorder, and the possible issues the accident raises should be alarming and initiate an immediate comprehensive investigation by the regulator, Transport Canada. This has not been the case which should be extremely troubling to all Canadians, drivers or not, since we all are affected by the vehicles on our roads. Before I continue, I would like to make one thing perfectly clear, my family is not suing Toyota and we are not involved in any litigation for monetary compensation. We only seek the truth of what happened to our son and to ensure that the reforms needed take place actually happen so that all of us are protected.

My son Chris was killed in a mysterious single-vehicle crash in Washington State when he drove off a highway and hit a tree on October 26, 2007. As a former police officer I examined the vehicle and found hair and scalp tissue near the gas pedal which would indicate he was reaching down there to potentially release the gas pedal or floor mat when the accident occurred. I had a veteran accident investigator with more than 25 years experience examine the scene. His analysis raised more questions.

I asked Toyota to reveal the contents of the electronic data recorder and the company refused. Earlier this I asked then [minister of transport] for help and he said that he would. To date he has not.

I reached out to the United States Senator from the State of Washington, Maria Cantwell. She agreed to help me. During committee hearings in Washington in front of the U.S. Senate Commerce committee in March of this year she asked Yoshimi Inaba, President of Toyota Motor North America, to provide that readout from the electronic data reader to our family. He agreed to do that.

The results, taken by Toyota in early April, indicated that the truck was travelling at roughly 75 miles per hour, but somehow accelerated by 177 mph after hitting a tree.

William Rosenbluth, an expert in electronic data readers, the “black boxes”, who has been assisting our family, has stated that the readout from Toyota was flawed and incomplete. Even with this incorrect or flawed readout Toyota refused to examine the situation further.

Then in August a strange turn of events took place. The U.S. National Highway Traffic Safety Administration issued a rare subpoena to William Rosenbluth to obtain the electronic data reader of our son's vehicle.

Finally, on September 15, Toyota Motor Corporation admitted publicly that they had a software bug in the device used to read the electronic data readers. This exposed the fact that Toyota cannot be trusted to use data from these recorders in regards to sudden unintended acceleration. This is the opinion of Clarence Ditlow, the Executive Director of Centre for Auto Safety, an expert in the field.

Our family's situation demonstrates a few facts:

1. That we did not get the assistance needed or the protection we should have from our government.

2. We were helped by U.S. regulators and politicians. During the entire Toyota recall episode there are many others including the general public who found out more from U.S. sources, regulators, and government agencies than from our own Canadian government or our Canadian regulator, Transport Canada.

3. This inadequate and unacceptable circumstance demonstrates the need for reforms to the Motor Vehicle Safety Act to modernize the tools and enforcement powers of the regulator Transport Canada. We have to change the law.

4. Also we have to put more resources, money and personnel, into the regulator. Having the best laws on the books does not mean anything if we don't enforce them and that takes funding and people.

I thank Ron and Lori Eves for this gift to the country and their advocacy, because if they had not done so, their case would be diminished for sure. They are doing this as good Canadian citizens. Sadly, this took place in 2007 and there has been no action from the government. Chris' vehicle, although it crashed in Washington state, could have crashed as well in Canada because the Toyota Tundra was made in one factory but it has the same elements across the world. This is a serious issue.

What is sad about this issue is that when I asked Toyota why it was treating Canadians differently with regard to this matter, it simply fluffed it aside. I received a letter back on December 1 from Toyota and it basically brushed this under the carpet, so to speak. What is sad is that our government said, on November 26, 2009, after it had been providing uniquely better service and provisions to the United States already, that Transport Canada applauds Toyota's actions to protect consumers.

What we found out later was that the list of vehicles and some of the problems with those vehicles, especially in the letter that Toyota wrote back to me, would grow exponentially and recalls would grow exponentially. What is sad about this situation is that the government and the department have a cozy relationship with Toyota. Maybe it has it with others, I do not know, but that is not in the interest of public safety. It is well documented that it is short on staff. What this bill attempts to do is bring some greater accountability to it.

We also want to explore other issues in the bill, which I will highlight in a couple of minutes. However, I want to again note the way things stand right now in this country. Despite everything we have gone through, Toyota had several ways to correct the situation along the line and it refused to do so, and we say that is wrong.

What do we want to do? The member for Elmwood—Transcona has a great bill that would enhance this bill, Bill C-513, which has elements in it that would create more of a balance in this bill. In particular, it deals with the black boxes, which is why I read the Eaves' story. It gave some public as well as some consumer rights advocacy for the black box information and ensure there are industry standards to which people can actually get access and can prove whether their accident was the fault of the vehicle manufacturer or the driver, which is a critical element in this.

I have other important issues but I know I must wrap up right now. I do, however, want to say that the government has failed Canadians. A famous line used in the United States was that Toyota was safety-deaf. The Conservative government has been voiceless on this issue. We are hoping--

[The Deputy Speaker, Andrew Scheer]

Resuming debate. The hon. member for Markham--Unionville.

[John McCallum, Liberal, Markham—Unionville, ON]

Mr. Speaker, I am very pleased to speak this evening to Bill C-511, introduced by my colleague the hon. member for Eglinton—Lawrence.

The name of the bill is proactive enforcement and defect accountability legislation (PEDAL) act and it was tabled as a direct response to the legislative shortcoming revealed by the Toyota recall issue earlier this spring.

My hon. colleague, who was a member of the Standing Committee on Transport, Infrastructure and Communities during the Toyota hearings, quickly recognized that there were significant gaps in Canada's legislative framework when it came to vehicle safety.

First, recall responsibility is vested in the automakers. It is a bit like leaving the fox to guard the chickens. These companies decide if they have a safety related defect and they determine if it merits a recall. The federal government can only watch from the sidelines. The government can only see what information the automakers provide to it. There is no mandated requirement to pass all safety related information to the Department of Transport.

As legislators, we have a responsibility to correct this flaw in the system. There are millions of cars in this country and ensuring that they are built in a safe manner is critical to protect all Canadians.

The PEDAL act is a four part update to the Motor Vehicle Safety Act that puts the authority to protect Canadians safety back in the hands of the government and the Minister of Transport, Infrastructure and Communities.

I would like to take a moment and describe the four major proposed changes to this law. First, the PEDAL act would create a definition for a safety related defect. This would prevent automakers from classifying problems as non-safety related when they ought to be clearly labelled as related to safety. This change was recommended in 2002 during a review of the Motor Vehicle Safety Act by the Department of Transport and it would remove the ambiguity that has allowed automakers to skirt the current recall provisions of that law.

The second change in the bill would require automakers to provide the minister with quarterly reports detailing foreign and domestic information related to potential safety related defects. This would allow the department to create an early warning system for detecting serious recall-worthy safety issues. This reporting system would allow the Department of Transport to monitor safety trends and work proactively to issue safety related recalls. This is perhaps one of the largest holes in the current legislation.

Right now, all the department has to operate from is customer complaint data directed to Transport Canada. The department receives approximately 1,000 complaints every year. However, it does not have access to the tens of thousands of complaints that dealers and automakers receive annually.

By giving Transport Canada access to the more robust data that automakers have, it will be better able to predict the existence of a safety related defect.

All this data is meaningless, however, unless the minister also has the power to issue a recall, which brings me to the third aspect of the PEDAL act.

Currently, the minister does not possess the power to formally issue a safety related recall. Under the current version of the Motor Vehicle Safety Act, only automakers issue recalls and only on a volunteer basis. The PEDAL act would correct this omission and provide the minister with the power to issue mandatory recall if the minister becomes aware of a safety related defect.

The final amendment made by the PEDAL act is a direct response to issues raised during the joint industry and transport committee hearings into the Toyota recall. The bill, if enacted, would require the installation of a brake override system on any vehicles that use electronic throttle control.

Bill C-511 is good legislation and it deserves the support of all members of this place. The safety of Canadians is something that we all take seriously in the House and the bill would help ensure that Canadians are protected from serious safety related defects in their vehicles.

As the Liberal transport critic, I am supporting the bill and I encourage my colleagues to ensure that this important legislation passes second reading and gets the in-depth study that these issues deserve.

I know I have only been in this job a short time but I have had brief discussions with the minister and I do think it is possible to get all party support for the bill.

I understand there are concerns about the implications for government liability in these matters, but I am hopeful that when the bill gets to committee ways will be found to ensure that the four principal points contained in the bill can be passed while at the same time dealing in a satisfactory way with the issue of liability. That remains to be seen. I am hopeful we will be able to do this.

In closing, I would simply like to congratulate my colleague from Toronto for all of his hard work and his focus on consumer safety.

[The Deputy Speaker, Andrew Scheer]

Resuming debate. There being no other members rising, I will go to the hon. member for Eglinton—Lawrence for his five minute right of reply.

[Joe Volpe, Liberal, Eglinton—Lawrence, ON]

Mr. Speaker, I am pleased to stand in this place and to thank, first of all, hon. colleagues who have intervened in the debate. The first among them is my colleague from Westmount—Ville-Marie who seconded my bill just before the summer recess. He had the foresight to recognize the four points that are important and are presented in the bill.

I think government members as well have been supportive in this exercise and debate. The critic for the Bloc Québécois has also given an indication that the Bloc is seized with the issue and will be supportive. I want to thank my colleague from the NDP as well who sat with me on the joint committee that dealt with the issue of consumer safety. Although it focused primarily and almost exclusively on Toyota, it generated a series of decisions, questions and investigations by the transport committee that led to the deficiencies in our Motor Vehicle Safety Act. Those deficiencies are what the bill hopes to address.

I want to reiterate once again what some of my colleagues have mentioned, that this is driven by a desire to introduce an element and a culture of consumer safety, consumer protection and the government's responsibility to ensure that all manufacturers and all vendors of products that will impact on consumer safety and security, especially on the roadways or those who share the roadways, keep that first and foremost.

After a year or more of public hearings that took place not only in Canada but elsewhere, as my colleague from Windsor has indicated, and that prompted greater concerns internationally, we came forward with proposals. It is one thing to criticize and to critique, but it is another to come up with alternatives. It would be very easy to slam the companies. As our colleague from the Bloc has indicated, it is easy to name one company today, but we will have to pick on another one tomorrow and maybe a third and a fourth the day after. If we can establish a culture of consumer first, protection and security then we do not have to name a company; we have to establish a process whereby the culture prevails that the ultimate responsibility will be with the government.

The bill says that the Government of Canada is completely implicated in ensuring that that culture of consumer protection and consumer safety on the road system is part and parcel of the obligation which it already, as others have indicated, exercises but cannot fully implement.

The Motor Vehicle Safety Act has some drawbacks, some weaknesses that we hope to address. One of those weaknesses is, as my colleague from Markham has indicated, that the minister cannot effect a recall. He can receive advice. He can receive complaints. Those complaints will come from customer, but not necessarily from the manufacturer or vendors. They will come from a restricted geographic area.

We propose that in the globalized market environment the information come from all over the world, as in one case, one of the companies has already provided to the American authorities. If it is good for them, it is good for us. It is what we do with that information. We require reporting on a quarterly basis by the companies. We require a publicizing of the information that relates to defects. Of course we require a definition of “defect”, a definition that has been there and that the courts have indicated. We require an immediate safety mechanism, which is the brake override in those vehicles that already have an electronic throttle system.

The minister and the department are obliged, not only authorized. That is the important change. I look forward to colleagues helping us through this in committee, and I call for unanimous consent.

[The Deputy Speaker, Andrew Scheer]

The time provided for debate has expired. Accordingly, the question is on the motion. Is it the pleasure of the House to adopt the motion?

[Some hon. members]

Agreed.

[The Deputy Speaker, Andrew Scheer]

I declare the motion carried. Accordingly, the bill stands referred to the Standing Committee on Transport, Infrastructure and Communities.

(Motion agreed to, bill read the second time and referred to a committee)

[The Deputy Speaker, Andrew Scheer]

It being 7:10 p.m., the House stands adjourned until tomorrow at 10 a.m. pursuant to Standing Order 24(1).

(The House adjourned at 7:08 p.m.)