Safer Vehicles for Canadians Act

An Act to amend the Motor Vehicle Safety Act and to make a consequential amendment to another Act

This bill was last introduced in the 41st Parliament, 2nd Session, which ended in August 2015.


Lisa Raitt  Conservative


Second reading (House), as of June 3, 2015
(This bill did not become law.)


This is from the published bill. The Library of Parliament often publishes better independent summaries.

This enactment amends the Motor Vehicle Safety Act for the purpose of strengthening the enforcement and compliance regime to further protect the safety of Canadians. It provides the Minister of Transport with the authority to order companies to correct a defect or non-compliance. The enactment also makes a consequential amendment to the Transportation Appeal Tribunal of Canada Act.


All sorts of information on this bill is available at LEGISinfo, provided by the Library of Parliament. You can also read the full text of the bill.

September 26th, 2017 / 5:10 p.m.
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Kelly Block Conservative Carlton Trail—Eagle Creek, SK

I join my colleagues in welcoming you here today. I had the opportunity to sit in on the public accounts committee when you were in attendance and spoke to the recommendations that were made in this audit.

I want to take a step back and look at the process around not only your audit but the creation of this bill, and perhaps try to understand what role the work you do may play on the legislative process that we, as parliamentarians, find ourselves in.

It's been noted that this bill originated in the previous Parliament as Bill C-62, and was introduced in June 2015. Bill S-2 was actually introduced in the Senate in May 2016. It was then referred to the Standing Senate Committee on Transport and Communications in October 2016.

Perhaps this is where you could correct me if I'm wrong. You had actually initiated this audit in the fall of 2015. Is that when this audit was initiated?

September 26th, 2017 / 3:55 p.m.
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Marc Garneau Liberal Notre-Dame-de-Grâce—Westmount, QC

Yes, certainly.

It is difficult to measure exactly, but I would say that about 75% of Bill S-2 reproduces what was in the Conservative government's bill. There was an election in 2015 and this bill died on the Order Paper.

The main new elements are the power to negotiate consensus agreements with manufacturers and to reach administrative agreements. We will have the power to impose penalties on manufacturers without having to go so far as to launch lawsuits, which take a long time and are very expensive. It also gives us more flexibility as to what we can do if we are not satisfied with what the manufacturing sector has done to fix a defect.

In addition, we will extend the period of an interim order and broaden its scope. We will also expand the scope of an exemption order and allow for ministerial approval, which goes hand in hand with the flexibility needed to develop new technologies. We want regulations to be flexible in order to foster innovation, while being aware that adjustments need to be made, without minimizing the importance of safety.

There are a few other very minor amendments, but many of the elements in Bill C-62 have been taken as they are.

September 26th, 2017 / 3:55 p.m.
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Angelo Iacono Liberal Alfred-Pellan, QC

Thank you, Madam Chair.

Mr. Minister, thank you for being here today.

Bill S-2 is similar to the previous Bill C-62, which died on the Order Paper in 2015; it was never adopted.

Can you explain the main differences between Bill S-2 and the former Bill C-62, and tell us what improvements are in the bill that we are studying today?

Strengthening Motor Vehicle Safety for Canadians ActGovernment Orders

September 20th, 2017 / 5:05 p.m.
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John Brassard Conservative Barrie—Innisfil, ON

Yes, a very sad day. However, on a day that we are talking about motor vehicle safety, it is important to know that the venerable rodent died of natural causes today. The people of Wiarton will be holding a funeral for Wiarton Willie.

It is an honour to rise today for the first time in the House of Commons since returning from a summer of talking with constituents, attending events in Barrie—Innisfil, and being able to connect with Canadians across Canada in my former role as Veterans Affairs critic. One common theme that I heard this summer was that consumers are not having an easy time. Their taxes are going up and the cost of essential services is also rising, making it more difficult for them to replace those larger items they depend on, such as cars, trucks, and appliances. For anyone to suggest that the middle class and those working hard just to stay in it are any further ahead under the current government is false.

Bill S-2 was introduced by Senator Harder in May 2016. It resembles Bill C-62, which was introduced by my colleague from Milton, the former minister of transport in June 2015. In short, Bill S-2 would protect consumers by strengthening the Minister of Transport's responsibility to consumers by giving the minister the ability to assign penalties to car manufacturers for car defects and recalls.

It seems that vehicle recalls are becoming more commonplace. While these recalls ensure that road safety and preventing tragedies from happening are priorities, there needs to be a sense that manufacturers will continue to up their game and produce cars and trucks of greater quality than the year before, thereby preventing increased costs for consumers, dealers, and carmakers.

In 2015, over five million vehicles were recalled as a result of over 200 recall notices being issued. Bill S-2 would increase the authority of the minister, from issuing notices of safety defects and criminally prosecuting manufacturers, up to assigning penalties for safety defects.

The opposition does support the bill but feels that a greater conversation should take place in committee where amendments can be made to strengthen the bill. There, discussions will take place that will further protect consumers and manufacturers and, at the same time, make sure that the powers of the minister do not exceed a realistic expectation that might hamper the ability of car and truck makers.

Last night, in preparation for speaking today, I watched a few speeches by my colleagues. They were all excellent. However, I found the speech by the member for Peace River—Westlock to be the most interesting. He spoke from the perspective of a mechanic responsible for correcting the safety defects that cars are recalled for. I would like to read from Hansard a bit of what my colleague said yesterday:

The interesting thing about the recalls is that there is no similarity between any two of them. As mechanics tasked with correcting the issue, we often wondered why one thing was recalled and another was not, or why the same part was often recalled several times in a row. That goes to some of the issues the bill is trying to correct.... Many automotive manufacturers use the same supplier of airbags, and so the airbag recall crossed several different companies.

The last statement by the member for Peace River—Westlock identifies a concern about recalls and the suppliers. Will Bill S-2 single out car manufacturers only? Will the proposed act allow the minister to apply penalties to the suppliers of the car manufacturers?

The member for Peace River—Westlock also talked about the complexity of the recall itself. Again, reading from Hansard:

The whole [recall] system is in place already for when a manufacturer declares a recall, but it gets a little more interesting if the minister is going to declare the recall. Can the manufacturer at that point just say that since it is the minister who is declaring it, the parts will be made available and they will pay for getting the job done, but not necessarily reimburse the dealership's parts department or ensure they can actually make some money on it, particularly in the case of recalls that take a long time to develop the parts or develop the solution.

I do not know if Canadians completely understand how complex the issue of a recall can be, but I know that listening to the hon. member for Peace River—Westlock was a learning experience for me.

If, as my colleague points out, there is a disagreement between the Minister of Transport's office and the carmaker, will the car owner be caught in the middle? Make no mistake about it, the powers being given to the minister are diverse and tough. Do they extend further than they should?

Bill S-2 would give the minister the ability to order a company to issue a recall, require manufacturers and importers to fix defective vehicles at their expense, require companies to provide additional safety information, require companies in Canada to be more aware of foreign defects and issues with cars similar to those sold in Canada, fine manufacturers up to $200,000 per day per defect, and would provide increased powers to Transport Canada inspectors.

Bill S-2 would give the transport minister the same authority as the minister's American counterpart. Without doing some digging, the bill makes it seem that carmakers are sometimes reluctant to issue a recall notice. Here is a shout-out in support of manufacturers for issuing over 300 notices between 2010 and 2016, when Transport Canada had not received any complaints. Personally, my wife and I are currently going through a recall notice for one of our vehicles.

Will this bill make driving safer?

In the five years between 2010 and 2015, Transport Canada was responsible for only 9% of all notices from carmakers. Given that it only influenced 9% of recall notices, what does the government expect to see going forward? Will the minister have a threshold number of complaints before ordering a recall? Will the minister issue compensation awards based on the number of complaints or the severity of the defect?

It is my hope that Bill S-2 will not see carmakers going into either a defensive formation or issuing recalls to avoid an order to issue one. In preparing for speaking today, it has been my observation that car manufacturers in Canada and the U.S. have been, and are, very responsible to ensure that all defects are announced and taken care of as quickly as possible. No one wants to be driving a car that has a recall notice, and no one wants to be without a car because of a recall notice.

Finally, I also want to bring up a point that is related to how dealerships have to operate in these cases. The Minister of Transport will have to consider the ability of a dealership to correct defects quickly. In larger centres, this may not be the issue. In smaller centres like Barrie—Innisfil, the availability of parts for the recall will have an impact on the bottom line. Many dealerships are family-run businesses, with many family members being mechanics, sales people, and often office support staff.

Though I speak today on Bill S-2, I would be remiss if I did not mention that the government's planned tax reforms will also have an impact on these family-run businesses and their ability to provide good-paying jobs to people in their community. I cite some examples in Barrie and Innisfil of family-run operations that employ thousands of people in our area: men like Paul Sadlon, Jim Williams, Bob Jackson, Jamie Massie, and Drew Tilson, all automobile dealers.

The tax reforms that will hurt these family car dealerships can also affect how Bill S-2 would get defective cars repaired quickly. If tax reforms force the closure of a dealership or the downsizing of staff, all the efforts of Bill S-2 will be for naught.

Let us send Bill S-2 to committee to have important amendments made to strengthen the needs of the consumer while protecting responsible and proactive manufacturers from unreasonable government interference.

Strengthening Motor Vehicle Safety for Canadians ActGovernment Orders

September 19th, 2017 / 5 p.m.
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Bev Shipley Conservative Lambton—Kent—Middlesex, ON

Mr. Speaker, I will be splitting my time with the hon. member for Peace River—Westlock.

As always, it is a pleasure to have the opportunity to stand in this great place and debate legislation. In the case of this legislation, we do not think much about this, quite honestly. We purchase a vehicle, regardless of whether it is new or used, and we take it for granted that the vehicle works considering today's technology and expertise, the workmanship, and the professionals that develop, manufacture, and assemble the parts into the vehicle. We take it for granted that when we open the door and push the button or turn the key that the vehicle will run for as long as advertised, for a few thousand miles, and it will come with a warranty covering it for a certain amount of time. In many cases that is the truth, that is how it works.

I think most of us have received at some time a recall notice from a manufacturer or dealership on a particular part of the car or truck that we are driving. Sometimes it is a part that a manufacturer thinks may malfunction and cause an inconvenience, such as sitting on the side of the road. Other times, that recall will have a safety precaution attached to it. It may involve an ignition switch or something to do with the fuel line or a hose that runs fluid to the engine, or it might be some other thing that could cause serious injuries. Tragedies have happened because of faulty mechanisms within a vehicle.

Bill S-2 falls on the heels of Bill C-62 that was brought forward in June 2015 by our then minister of transport and now our deputy leader. This morning in his speech, the Minister of Transport acknowledged the work the House had done but particularly the work done by the deputy leader in bringing forward Bill C-62. Bill S-2 tries to make Bill C-62 better. What we have heard in the discussions today is that we in the Conservative Party of Canada and members of all parties are really concerned about ensuring that these highly mechanized, technological vehicles that we get into every day are safe.

We support Bill S-2. What are some of the reasons we support it? The Senate amendments that have come forward would be significant additions to the bill. They would strengthen the legislation and give more security not only to the purchasers, but also to those who sell vehicles and take the risk of having a recall put on and having to come up with some way to be reimbursed.

Is it the funding that they get reimbursed to replace the parts? I talked to one of my dealers. As it is, if they get a safety recall and that part is not available, because it is a safety recall they obviously cannot nor do they want to turn around and say to me, or to my family member or to anyone else, to just get back in the car and when that part comes in they will replace it. That is not, quite honestly, the way it happens and nor is it the way it should happen. However, it puts an awful financial impact upon that dealer who has the responsibility of a vehicle that the manufacturer made. From my understanding, the dealer then has to do something to accommodate the customer. He or she has to give the customer a loaner or, in some cases, say there is a back order and, because it may have been a large recall, the number of parts across Canada take a while to be produced, so at some point in time the dealer may make a deal so that the customer has a vehicle to be safe in and to drive. Again, now the dealer is left with a vehicle that he or she cannot sell because it has a safety recall on it.

As part of that legislative amendment that is in front of us, I know the minister was looking at it in a bit of a different way: that this is actually about safety and not really about compensation issues. One of the strengths and the opportunity that we have in this bill is to give it the breadth of significance that maybe is allowable with these amendments, and so I would support some of those.

In 2015, for example, five million passenger cars were recalled in Canada. One of the issues is that the government would be able to force the recall. At some point in time, that is going to be an important part of what happens. Right now, it is voluntary. We have been very fortunate in Canada that we have not had serious impacts by not having the manufacturers do the recalls that are required on a voluntary basis. However, at some point in time, the government needs to have some sort of recognition and authority when there is a default, particularly a safety one. As much as I always get concerned when I see government wanting to put a lot of oversight over our businesses, and particularly our small businesses, that eat up those kinds of costs, in terms of safety we have an opportunity in this bill to make things better. I am just going to wrap up with that. I did not get into a lot of details.

However, as one of my colleagues said, we have a number of issues in front of us in terms of innovation technology with driverless vehicles of all kinds. We have issues when we are talking about the safety of vehicles. We are also compounding the issues on the road with the use of alcohol and now, with the proposed legislation that is going to come, with marijuana and the effects it would have on drivers; it is not just with drugs but with drugs and alcohol. I want to emphasize that, if the government is going to move forward with this, the department has to have the resources to make sure it can follow through with the enforcement that would come with this.

With that, I look forward to having the opportunity of supporting this bill, but mainly the support is because I want it to get to the committee. The committee would have the opportunity to look at not just the bill but also the amendments that come with it and make this as strong a bill as we can to protect all of our Canadian people, our friends and our families, on the road.

Strengthening Motor Vehicle Safety for Canadians ActGovernment Orders

September 19th, 2017 / 4:45 p.m.
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Peter Van Loan Conservative York—Simcoe, ON

Mr. Speaker, it will be tough for me to hit those heights that the member for Lethbridge just did in standing up for her constituents, but we in the Conservative Party have been standing up for ordinary Canadians for quite some time. That is what this party is all about, our agenda of consumer protecting legislation, of measures to protect ordinary Canadians, which is reflected in the bill, which is essentially the Liberal government taking up our Bill C-62 from the last Parliament and bringing it forward in this Parliament. That is one example of it, but there are many other examples of that.

We did a great deal to introduce more competition, for example, in the wireless sector so that people would pay less. It is an ongoing struggle to do in this country, and it tends to happen in federally regulated industries for some reason, but we did that. We protected consumers when we brought in a ban on biphenyl, BPH, which was a chemical in a lot of plastic materials to make them soft. It was appealing to have in things that babies and children would be chewing on, and of course, it was hazardous. Our government banned that so that children would be protected.

I and other members encouraged a ban on phosphates in dishwasher detergents so that we could protect the health of Lake Simcoe and so many other lakes in which phosphates were affecting water quality, and that was to the detriment of all consumers and ordinary citizens. We did it throughout, with a number of measures under our chemical action plan where we methodically evaluated, one after another, chemicals that were being introduced into consumer environments or into people's homes, to assess whether they were hazardous, what the risks were, if we really needed to have these chemicals in people's homes, and how we could protect Canadians better.

We also did it in some of our rules that we brought in to ensure that there was greater truth in food packaging, again, something to protect consumers. I could go on and on, but that was an agenda where the Conservative Party, in our finest tradition, was standing up to protect ordinary Canadians, to protect ordinary citizens and provide them with the protection that they thought was a legitimate role of the government, of the state.

That is often a question because another element of our Conservative philosophy is that we are great believers in freedom, liberty, and minimizing the role of government. The question becomes what is the appropriate role of government and where is there a place. What many of these things have in common are values that justify the government stepping in where people look to government to play that role. As Conservatives, we understood and continue to understand that difference between when government is the correct answer to the question and when it is not.

In a case like this one, where we are dealing with safety, safety is paramount. There is no greater role for a government than to ensure the safety of its citizens. In this case, when we are dealing with auto recalls, the dangers of something going wrong of a mechanical nature are indeed great. The consequences are great, and that is one reason that suggests perhaps the government has a role, one reason why Canadians expect government to play a role.

Another occasion is where there is an imbalance in information or knowledge between different entities or in power. With automobiles, that is certainly the case. More and more with specializations in society, typical Canadians do not necessarily know how to fix a car, what is wrong with a car, and how to recognize if there is a flaw in a vehicle. They do not have those kinds of resources compared with the very significant multinational corporation that has a lot at stake. That is where people are looking for government to step in on the side of ordinary consumers, and that is what we Conservatives were doing when we introduced the predecessor to this bill, Bill C-62.

As technology changes, as things become more technical—and we have seen that happen in the auto sector with automobiles—again there is a place for us to step in on the side of consumers, on the side of ordinary Canadians to make sure their interests are protected. That is again a legitimate role for us.

I talk about that imbalance. That imbalance when major corporations are involved has sadly and unfortunately been an issue in the auto sector. We have seen that recently. We have seen that on the international stage with some of the European manufacturers who were caught up in this very major scandal to do with diesel emissions and diesel emission testing.

Big corporations found ways to alter their technology so the vehicles “knew” when they were being tested and suddenly changed the way they operated to score better on those tests and then later, on the efficiency test, went back to the regular way of operating. Obviously, that would raise a lot of questions of trust, but it is also a place where the government has to step in to defend consumers and their interests. It meant, of course, that the efficiency and the mileage advertized was not really what was expected by consumers and citizens, and it also meant that some of the other objectives of those emission and efficiency standards were not being achieved.

We also have to ask ourselves why that happens. Why did those companies do that? We see that is also a response to government intervention that the companies went there. Obviously there are important questions of ethics and morality in play and incentives we have to look at, but what is funny is that it puts those two different tensions at play. When the Conservative government brought Bill C-62 forward, the member for Milton was the minister at the time, though there was much work done in the run-up to it by predecessor ministers, but the purpose was to find the right balance in standing up for consumers and making sure their interests were protected.

Earlier today, we discussed recalls in the drug industry and some of the powers of big pharma, another area where the Conservative government was very active in standing up for ordinary citizens and an area where perhaps more still needs to be done to ensure the interests of ordinary citizens are protected. We see a little of that right now with the spreading of the opioid crisis. Have we really looked carefully at whether all of the incentives are right and all of the protections are there for consumers? That needs to be addressed at the federal level and especially at the provincial level. These are all important values at play, but the bottom line for us as Conservatives, people who stand up for their constituents, is that we want to be there for those consumers when they face those imbalances and risks and stand up for them.

With respect to the auto industry in particular, I have had personal experience with recall notices, and some funny things can happen. With my most recent recall notice, I went to a dealership and, oddly, the mechanic working on the car refused to do the recall work, suggesting to me I had to get my car detailed first in order to get it done, because he was not happy with the cleanliness of the area where he would have to work on the airbag. I have a Honda and took it to a Honda dealership here in Ottawa. I had to ask myself why that happened. There was nothing particularly unusual about the situation, but what troubles me is that either there were incentives in place—where the mechanic was being told if he sold 10 car details that month he would win a trip somewhere, he was trying to upsell, and this was his chance to do that—or perhaps there is an imbalance in the pressure on dealerships to provide these recall repairs and they feel they do not have sufficient compensation to do it, which goes to the amendment before the House that the Senate has introduced.

I do not know whether that amendment strikes exactly the right balance, but I do know that amendment obviously addresses what may be a very real issue, and my own personal experience is telling me that it was a real issue. I do not want to leave anybody with the impression that I have a problem with Honda. My car has 470,000 kilometres on it. It has been outstanding and I would buy another Civic Si when the time comes, which is probably relatively soon. It is a high-quality vehicle manufactured not too far from my constituency and that of the hon. member for Simcoe—Grey. It is an outstanding vehicle that has performed very well, but this recall experience tells me that there are still very real problems, that we have to do things to stand up for consumers, to ensure their interests are protected, and that we have to get the balance right. I am of the view that Bill C-62 was a great step forward in doing that. I am also of the view that perhaps some of the initiatives in the amendment that comes from our friends in the Senate may be yet another element in improving that one step further. It is certainly an issue for which we have to find the right answer.

This, to me, is a piece of legislation I have no problem supporting. It is in the long tradition of what we in the Conservative Party have stood for and is, in fact, a bill that we presented in the last Parliament. I am happy to speak in favour of it and vote for it when the time comes.

Strengthening Motor Vehicle Safety for Canadians ActGovernment Orders

September 19th, 2017 / 4:30 p.m.
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Rachael Harder Conservative Lethbridge, AB

Mr. Speaker, I will be splitting my time with the member for York—Simcoe. He will be speaking after me.

I am pleased to rise in the House to speak to Bill S-2, the strengthening motor vehicle safety for Canadians act. This legislation would better protect Canadians, their families, their children, and their loved ones, as it would make sure that defects within vehicles are taken care of properly. Hearing that one's family car or mini-van has a potentially dangerous flaw is absolutely terrifying to a family. Our cars, our trucks, and our mini-vans carry our most precious cargo; that being, of course, our children and our other loved ones. This legislation would apply to much more than just the family SUV. It would also apply to manufactured vehicles, including service vehicles, buses, transport trucks, etc., that might have an impact on our roadways and their safety and, of course, on other drivers on the road as well.

Consumers deserve to know that as soon as a defect is uncovered, the company will be required to make purchasers aware of the defect and do everything in its power to fix the problem. As consumers, we hope this is in fact the case. This legislation would accomplish that by granting the Minister of Transport the authority to order a company to issue a recall if its representatives choose not to do so on their own. It would also ensure that car companies repair a recalled vehicle at no cost to the consumer, and it would prevent new vehicles from being sold in Canada until the problem that has been identified has been fixed. By providing the minister the option of initiating a recall, consumers can be assured that their safety comes before a company's profit, which of course is advantageous to everyday Canadians.

I am pleased to see that this bill does have bi-partisan support, as it should. This bill was originally introduced in 2015 under our previous Conservative government. It was slightly different. It came in as Bill C-62 and had a few slight changes, but for the most part we certainly see many similarities and are very much in support of this bill. We believe that this bill is a good testament to the incredible work that was done by the current deputy leader of the Conservative caucus who was the transport minister at that time.

Please allow me to explain why this legislation is so important. The number of safety-related recalls actually increased from 2010 to 2015, not just by a bit but by 74% in those five years. In 2015, five million passenger vehicles were recalled in Canada. That is a big number. Many companies have realized the risk of not issuing a recall, but there are still examples of companies delaying safety recalls because of their corporate interests. One has to think back to the massive Takata airbag recall of 2015. This is certainly a prime example. Takata is a huge parts supplier to over 19 different auto manufacturers. When defects were uncovered in its airbags, different manufacturers issued recalls at different times, thus sometimes prioritizing a recall in the United States before getting around to issuing a recall in Canada. That, of course, puts those who drive those vehicles here in Canada at risk.

The first Takata airbags were recalled in 2008 in Canada. However, because Canada relies on voluntary action by companies, few details were provided to Transport Canada. As a result, it was difficult for us to connect the dots between numerous airbag recalls across several different car manufacturers. It was government regulators in the United States in 2014, quite some time later, who actually connected the dots and escalated the recall to multiple manufacturers. Instead of being proactive like the U.S. officials, Canada was forced into a position where we had to be reactive, again putting our consumers and drivers at risk. It took until 2015 for the majority of recalls to be issued for these airbags in Canada. That is quite some time later: from 2008 to 2015. Even in 2017, there continue to be recalls of these airbags. That is nearly 10 years later.

Why did it take almost 10 years for the recalls to be completed and seven years for the majority of the recalls to be made? The answer is that Canadian laws have not kept pace with other industrial countries' laws. The United States has much stricter laws, allowing the government to issue a recall. Until this legislation currently being discussed in the House passes, the government will continue to rely fully on the voluntary compliance of companies to issue recalls on their own accord.

The penalties for not issuing a recall in Canada are less than those in the United States and punitive damages in court are significantly less than those in the United States. All of this adds up to a lower incentive for vehicle manufacturers to issue recall notices in Canada, or at the very least, to prioritize recalls in the United States first.

Going back to the Takata airbags example, once the problem was understood, there was a global shortage of replacement airbags, which then posed another problem. Companies had to prioritize how much they were willing to spend to secure the parts they needed to replace the airbags across multiple countries. Even though recalls had been issued, the biggest markets with the greatest liability got their attention first, which, as we can imagine, meant the United States and not Canada.

How will this legislation help with these issues I have brought up today? I believe it will help in a number of ways. First, we need better inspection and testing practices when the first signs of a potential defect come to light. The legislation significantly increases the power of the minister to order tests and studies of potential defects. It also includes significant fines, both against an individual and a company that gets in the way of a government inspector who might want to do that test.

Second, we need to increase the powers of the minister to force companies to take responsibility, even if it they did not manufacture the defective part. The Takata airbags were seen as a parts supply problem by many manufacturers, who did not feel fully responsible for the problem at hand. The legislation makes it crystal clear that car manufacturers are responsible for their final product and the safety and well-being of Canadians. If they picked a supplier with a defective part, it is still on the manufacturer to make the right decision on behalf of the consumer and to take responsibility.

Third, in order to strengthen our policy within Canada, we need to give the minister the ability to initiate a recall. This applies to manufacturers who have not identified a defect in the vehicles they sell, but could now be compelled to issue a recall if a substandard part is used in the vehicles they manufacture. Even in 2017, a decade after the first recalls, there were still new recalls being made for Takata airbags. The legislation would have allowed the minister to issue a directive to all manufacturers in Canada to replace those airbags and to protect the safety and well-being of Canadians. Instead, some Canadians found out years later that they had been at risk this entire time. Had they needed their airbag, it may not have been there as required.

The legislation is long past due. It is unfortunate that it has taken more than two years for it to come back to House since it was first introduced by the previous Conservative government. The bill directly defends the safety of Canadians and our confidence in the vehicles we drive.

While the Conservative Party of Canada is a strong champion of reducing red tape, we recognize there is a vital role for government to play in protecting the health, well-being, and safety of Canadians. This is where government can adequately and responsibly step in.

The new powers granted by the legislation would help Canada catch up with other industrial nations when it comes to protecting our own Canadian consumers. I stand on behalf of consumers across Canada who get in their vehicles day in and day out to get to their jobs across Canada. I will also do all I can to protect those jobs across Canada.

It is time for this legislation to pass. I am excited that there is multipartisan support for it in the House.

Strengthening Motor Vehicle Safety for Canadians ActGovernment Orders

September 19th, 2017 / 1:40 p.m.
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Jim Eglinski Conservative Yellowhead, AB

Mr. Speaker, I am pleased to rise in the House today to speak on Bill S-2, the strengthening motor vehicle safety for Canadians act, which would amend the Motor Vehicle Safety Act to give the minister of transport new vehicle recall powers. This is good for Canada.

According to Innovation, Science and Economic Development Canada, there are five major auto manufacturers in Canada, and they operate approximately 11 different manufacturing facilities across this country. In addition to that, there are approximately 3,200 car dealerships across Canada, and in my riding alone, there are 15 different car dealerships. My point in saying this is that we are talking about a massive industry, an industry that employs hundreds of thousands of people and is a very strong contributor to the Canadian economy.

I will go back 50 years or so. Back in 1965, there was a guy who was not very well known at that time, by the name of Ralph Nader. He wrote a book called Unsafe at Any Speed. That is one of the best-written books or articles of the 20th century. He took on GM. He challenged GM on a vehicle it was producing at the time, the Corvair. He mentioned not only the Corvair but other cars, such as the Falcon and a lot of new American-produced subcompacts, as being unsafe. Nader later went on to form Nader's Raiders, a group of young, brilliant lawyers from across the United States. They challenged the U.S. government and industry to improve the standards of building new vehicles in the United States. They went after international manufacturers to improve the standards of building new vehicles in the United States. What they did spun off to help protect Canadians.

Their work directly led to the development of the Center for Auto Safety in the United States. Today we are talking about Bill S-2, and this is because of what Ralph Nader and his group started. The proposed legislation includes amendments that would give the minister of transport the power to order companies to issue recall notices and make manufacturers and importers repair recalled vehicles at no cost to consumer. It would give the minister of transport the power to order manufacturers and importers to repair new vehicles before they are sold. This is very important, and I will get back to it later.

It would allow the department to use monetary penalties or fines to increase the safety compliance and leverage the monetary penalties to require manufacturers to take additional safety actions. It would provide the department with the flexibility to address ever-evolving vehicle safety technology. It would also require companies to provide additional safety data and conduct additional testing to address safety concerns and increase our vehicle inspection capabilities. This is good for Canada and good for the safety of Canadians.

As members may have noticed, this bill is similar to Bill C-62, which was introduced by the previous Conservative government in 2015. Bill S-2 has provisions that did not appear in Bill C-62. It differs by adding consent agreements relating to safety improvements and non-compliant companies. It would also enable the minister to make public the nature of any violations and other related details, and why should they not be public?

Currently, under the Motor Vehicle Safety Act, only manufacturers can order vehicles recalled in Canada. Transport Canada does not presently have any authority to recall vehicles. This needs to change. This act would make that happen.

The department merely lists active recalls on its website and issues press releases if it believes that there is an issue with vehicle models. As I said earlier, the Nader's Raiders led us to where we are today. If we look back to the turn of the century, Henry Ford had no rules. He built cars as he saw fit. He designed them, and people took what he made. If they did not like it, that was too bad. The automotive industry had a pretty good run at manufacturing cars for the first 50 years of the 20th century, without a lot of rules. Thank God that today we have strict, global automobile manufacturing rules and laws. The bill before us is part of that strategy.

The current act does not allow Transport Canada to issue monetary penalties to manufacturers. The only way to ensure compliance with the act is through a time-consuming and costly criminal prosecution. A change would come about because of this bill.

A few members of the House might own 2014 or 2015 Volkswagen, but there was an issue. I will not dwell on it, because I am sure most people here in this room know what the issue was, but it had far-reaching effects on the hundreds of thousands of Canadians who purchased these German-made vehicles. It took from the time it all started to this spring for the claims to finally be resolved. There was a standard in which to justify the claims, and there are still some claims outstanding. This shows that, even today, major world-class manufacturers can make mistakes, and I will leave it at that with a few question marks. Government must be a watchdog. It is our duty to keep Canadians safe.

In Canada, over a five-year period, 2010 to 2015, the number of safety-related recalls increased by 74%, which is a large number, rising from 133 recalls in 2010 to 232 recalls in 2015. While this is a large jump, I note that between 2010 and 2016, our automobile manufacturers in Canada issued at least 318 recalls for which Transport Canada had not received any complaints. They did this on a voluntary basis. I have to thank the automotive industry, because that had a big cost to it, without any force by government. However, we know from what I just spoke of a few moments ago that we still need to be watchdogs. Transport Canada only influenced about 9% of the recalls during this time. Clearly, Canadian manufacturers are looking out for the safety of our consumers, which is an increasing challenge as the vehicles become more and more complex.

In 2015, five million passenger vehicles were recalled in Canada. This was a consequence of increased caution by automakers and increasing vehicle complexity. As I said earlier, this was done on a voluntary basis, for which we have to give thanks, but I think they also realized that internationally, whether in the United States, Canada, Europe, or France, we have regulations in place and we are the watchdogs. Therefore, most of this is probably because there are watchdogs out there, and we need to be there. This bill is needed.

Looking back, quite a few years ago, to 1958, some members may not have been here. The Speaker was here. He might have been a young whippersnapper then. I was here. I look back. I have been a car buff since about the time I learned to read. I grew up with Tom McCahill and Mechanix Illustrated. I loved every article he wrote. I think I read them for as many years as he wrote articles.

I think back to 1958, when the Ford Motor Company, one of the largest manufacturers in the world, developed a beautiful car called the Edsel. What a flop. It was ahead of its time. The company came up with the bright idea to make a push-button automatic transmission on the steering column. Only about 50% of them worked, about 50% of the time. Ford, in its wisdom, pulled that car after about a two-year run. Actually, it did slide into 1960 by customizing a Ford car to look like an Edsel, but it got rid of the vehicle. That was probably very wise.

We can look back over the years. GM trucks, from 1974 to mid-1986, were plagued by exploding fuel tanks. GM, in its wisdom, designed what I personally think is one of the greatest trucks out there, the C10 and C15 GM Chevy trucks, but it put the fuel tanks on the outside of the frame rails, because customers wanted 40 gallons; GM could not get the tank on one side, so it put 20 gallon tanks on each side of the frame rail.

What happened when they got hit was they exploded. I believe it was something like 600 Americans who were killed by explosions. There are ongoing lawsuits today.

Was the Corvair a bad car? Some people say it was; others loved them. They were built from 1960 to 1969. I will guarantee that for the first three years they handled terribly. The back wheels tucked under on a hard corner, and they could roll.

The Pinto had exploding fuel tanks.

A lot of these vehicles, including the GM truck, are still on the road today. The defects have never been corrected. This is why we need a strong act, like the one we are dealing with today, to protect Canadians.

As I said earlier, more than 600 people have been killed because of inadequacies by manufacturers to follow through on defects on their vehicles. There are still lawsuits ongoing about vehicles manufactured in the 1970s.

Today, vehicles are complex. They need to have their defects identified as quickly as possible and be corrected as quickly as possible.

I am sure everyone is aware of those self-driving cars that are just beginning to hit the road. Some members here might also have one of those cars that parallel park themselves. With the rise of smart technology, vehicles are quickly evolving and becoming much more highly integrated.

In order to facilitate industry competitiveness, Canada's regulatory regime needs to be more responsive to new, emerging technologies and fuel and safety advances. I do not even want to dwell on self-driving cars. I do not want to go there right now. This bill would allow the department to require manufacturers to provide more safety information and do testing when needed, as well as to increase their flexibility to address ever-changing safety technologies.

Last fall I bought a new Buick Enclave SUV. I drive about 40,000 kilometres a year in my riding. It has all the bells and whistles, even a backup alert. There is a nice big camera on the dash to see things when backing the vehicle up. The second day I owned the car I backed into my house, and there was $1,000 damage. It was a big hit. I could not even claim it. My wife was mad. I felt stupid. I admit I was inadequate and not inclined to understand the technology of the new vehicle. Now I know how it works.

While it is important for Bill S-2 to protect the safety of consumers, it is also important to understand the implications of the bill on small businesses and local dealerships and ensure that they are not negatively impacted by these changes.

I have to thank the Senate for changing the bill to protect dealerships across Canada, small- and medium-sized business dealers who were being stuck with cars that had recalls and could not sell them. Dealers in my riding were stuck with vehicles for over two years, waiting for repair parts so that they could put that vehicle back on the lot and sell it. They were paying the interest on those loans. That is unfair and it is wrong. The bill protects those dealers and puts the authority back on the manufacturer and importer of that vehicle to take care of that and to compensate dealers throughout Canada from coast to coast to coast. That is a big factor, and I thank the Senate for bringing that amendment in.

This amendment would make the manufacturer entirely responsible for all costs for recalling or repairing vehicles. It would be a counterbalance to ensure the auto dealers are treated fairly as small business consumers of the manufacturer.

As usual, there are more improvements that could be made. For example, manufacturers are concerned with some powers that could be seen as being too sweeping, such as the minister's ability to order tests. I make one recommendation: that we add the word “reasonable” in the bill, so that the minister can ask for tests to be done if there are reasonable grounds for testing. That is only fair.

I have a couple of minutes left and I want to stress one point. I have had a number of calls in my riding, as I imagine a lot of other people have. I am a motorcycle fan. I have a motorcycle and I ride every day when I get the opportunity, although this summer was not very good. Motorcycles, like automobiles, are manufactured to Canadian motor vehicle safety standards, United States motor vehicle safety standards, and European motor vehicle safety standards, yet constantly, in Canada and the U.S. dealers take the bikes before they leave the showroom, modify them with loud exhausts and so on, and then sell them to the unsuspecting public. Who suffers? The people living in residential areas, recreational areas, when guys go by with extremely loud exhausts. That is one area that we can address.

In closing, I believe that this proposed legislation will strengthen oversight on the recall process. It will be a big win for consumers and for the overall safety of Canadians.

Strengthening Motor Vehicle Safety for Canadians ActGovernment Orders

September 19th, 2017 / 1:15 p.m.
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Glen Motz Conservative Medicine Hat—Cardston—Warner, AB

Mr. Speaker, I am pleased to rise today to speak to the Senate bill, Bill S-2, an act to amend the Motor Vehicle Safety Act to empower the government to force recalls of vehicles with safety problems. As we know, the role of the government is first and foremost to protect its people. We cannot protect everyone from everything, and as they say, “He who defends everything defends nothing.” However, we certainly should be protecting Canadians from predictable safety issues. All members of this chamber, and most in the other chamber as well, can agree on these principles. Protecting Canadians is the role of all parties and all parliamentarians.

That is why this proposed act has been introduced twice, in two different chambers by members of two parties. Bill S-2 closely resembles the bill tabled at the end of 2015 by the hon. member for Milton. Then, as the Minister of Transportation, she tabled Bill C-62 to provide recall powers to the minister and the Department of Transport, to impose fines where appropriate, and to ensure that Canadians have safer vehicles. Bill S-2 diligently reproduces that leading legislation, and we appreciate the work of the senator who did so, and the work of the members of the Senate transportation committee and all the witnesses who appeared before them to bring this legislation forward.

This bill would provide new powers that are not really that new. In fact, if we were to read stories about vehicle recalls in the press, it almost sounds as if the government has recall powers already. Surprisingly though, Canada's federal government lacks the power to order manufacturers to recall any vehicle with a defect. According to testimony before the Senate, Canada has the power to order recalls and changes to other vehicles like airplanes and ships, but not to any cars or trucks. What this bill would do is create those new recall powers, as well as penalties of up to $200,000 per day. It would make it the prerogative of the manufacturer, not the dealer, to make repairs.

From the testimony, we know that some of the issues arising when there is a recall will continue. These cannot be fixed by legislation. As any of us who have gone through a recall know, a recall may be ordered but the parts might not always be instantaneously available. I read an interesting article last week, the story of John Fawcett from Iqaluit and his recalled Jeep with a known defect that abruptly shifted the transmission into neutral while the vehicle was under way. As a new father, this created a major problem for him. His vehicle was unsafe for his family. After some research, Mr. Fawcett discovered that his Jeep was under manufacturer's recall for four different issues that were listed on Transport Canada's website. The issue of the abrupt shifting of gears was also listed on the website and described thus: unexpected shift to neutral which could result in a loss of motive power, which in conjunction with traffic and road conditions, and the driver's reactions may increase the risk of a crash.”

Mr. Fawcett accepted that his car needed a bit of work and that Chrysler was responsible for doing it.

This bill would ensure that consumers like John are protected from the potentially catastrophic accidents that can result from manufacturers' defects, and would authorize the Minister of Transport to order a company to correct a defect or non-compliance in a vehicle or equipment if it is considered to be in the interest of public safety. In addition, there would be the power to order companies to pay the costs of correcting a defect or non-compliance in a vehicle or equipment.

These combined order powers are important for potential situations in which consumers would be expected to pay for the correction of a defect or non-compliance of a vehicle or equipment. Such a situation would place an unreasonable financial burden on Canadians and potentially place other Canadians at risk should their fellow citizens be unable to undertake the necessary repairs.

I will have to agree with my colleague from the Senate chamber and former City of Ottawa police chief, who summarized this bill as “legislation [that] will strengthen oversight of the recall process. It will be a big win for consumers and overall for the safety of Canadians.”

The purpose of Bill S-2 is to increase consumer protection and motor vehicle safety in Canada. This is why the previous government brought this bill forward in 2015, why it is before us today, and why I will support this bill.

I found it useful to look at some of the parts of the testimony provided by consumer protection groups, vehicle dealers, and manufacturers. The first thing I noticed was the interesting insert of the dealers' and manufacturers' arrangement. The dealer networks noted that some, not all, manufacturers were providing poor business support to their dealers. Dealers were left holding costs for vehicles under safety recalls that were not yet sold to a customer. It was left to the headquarters of the car manufacturers in other countries to determine if they would provide help or not. This seems like a poor arrangement and a bad relationship between two businesses.

I am not always confident that government can help fix a poor business relationship, and time will tell if this new arrangement to manage recalls between manufacturers and dealers is a good deal for the end-user. When the bill was tabled by the previous government, it was all about the protection of consumers. There were no clauses about fixing a lopsided business relationship.

The bill was about protecting people who use and operate vehicles daily. Specifically, the bill ensured that vehicle recall notices would be sent as soon as possible so that people would be aware of the potential risks; that manufacturers would be required to act on the recall quickly and at the convenience of the customer, not at the convenience of the product cycles; and that manufacturers would cover the costs associated with recalls. That puts families first and works at the heart of protecting our regulatory regime.

The president of the Canadian Vehicle Manufacturers Associated said:

In particular, we support Bill S-2 amendments that provide a clear, more rigorous and transparent process for exercising a number of Ministerial Powers to Order, recognition of the rapid pace of technological change through enhanced ability to provide exemptions to standards where new technologies [exist]....

We know for the most part the manufacturers agree in principle with many of these measures. Why would they agree? For American companies, this aligns for the most part with U.S. regulations and makes it easier for them to understand and comply. The bill would empower the Minister of Transport to impose fines on manufacturers who delay or postpone recalls or who do not comply with recall orders.

Ian Jack of the Canadian Automobile Association said:

The Canadian system is a veritable, if not literal, paper tiger. Bill S-2 will give the minister the authority to order a company to issue that recall to make companies repair a recalled vehicle at no cost to consumer and to prevent new vehicles from being sold in Canada until they are repaired. This matches similar legislation that exists in the U.S., finally levelling the playing field for Canadian consumers.

Bill S-2 brings Canadian consumers up to the level of other consumers around the world, at least on measures related to recall notices, and this measure aligns with the harmonization of regulatory issues across the U.S. and Canada. The legislation will bring forward the protection of consumers, ensure that Canadian dealer networks are treated fairly, and ensure that our roads and streets have safer vehicles on them.

I am always happy to see some bipartisan co-operation on issues that ensure that Canada is protecting its citizens, and I am always happy to provide support when the Liberals follow the leadership of the previous Conservative government.

I would like to thank the senator for bringing this legislation forward. Like many parliamentary processes, it ran longer than a single mandate or government. I look forward to working with him and all my colleagues in the House to advance this legislation.

Strengthening Motor Vehicle Safety for Canadians ActGovernment Orders

September 19th, 2017 / 12:55 p.m.
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Kevin Lamoureux Liberal Winnipeg North, MB

I appreciate the question and take it very seriously. As I pointed out, Bill C-62 was a piece of legislation that came out of concerns that were being developed in the United States, and the Harper government introduced it at that point. There was a review from within the ministry, and with all due respect, maybe it might be advisable for the member to pose the question to the minister who introduced the bill, and I suspect maybe she has, although I am not sure. She probably already has the answer to the question. I believe that the Senate's amendment was not incorporated into Bill C-62, if that is the point the member is making.

Strengthening Motor Vehicle Safety for Canadians ActGovernment Orders

September 19th, 2017 / 12:55 p.m.
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Kelly Block Conservative Carlton Trail—Eagle Creek, SK

Mr. Speaker, I have had the opportunity to ask questions of a number of members of the governing party on Bill S-2 and I would ask, if he had to, what he would pick out as the key differences between Bill C-62 and Bill S-2, which he believes make this a better bill.

Strengthening Motor Vehicle Safety for Canadians ActGovernment Orders

September 19th, 2017 / 12:35 p.m.
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Winnipeg North Manitoba


Kevin Lamoureux LiberalParliamentary Secretary to the Leader of the Government in the House of Commons

Mr. Speaker, it is always a pleasure to rise in the House. I welcome all members back. This is my first opportunity to stand and add some of my thoughts on an important piece of legislation.

To begin, I am reflecting on how very important it is during breaks for members to meet with their constituents to get a better sense of the messages they want us to bring to Ottawa. One thing I respect immensely about the Prime Minister is that he continues to challenge members of Parliament to go into their constituencies and represent their constituents' interests here in Ottawa, as opposed to bringing the interests of Ottawa to their constituencies. We need to ensure our priorities are right, and our priorities are to ensure that constituents in our ridings are represented, whether it is in the chamber, in committees, or in our respective caucuses.

It is a pleasure to be back in Ottawa to deal with important government legislation. All legislation is important, but today is special in the sense that we are talking about Bill S-2, legislation that would make a difference in the safety in our communities. It is very important for all of us to understand and appreciate what sort of impact this bill would have.

One of my colleagues mentioned that it is estimated, and I suspect this is a conservative estimate, that 20% of newer vehicles on the roads today have recalls for some sort of manufacturer defect, and there is a substantial cost to that. In addressing that issue, this legislation carries the ball quite far, I would suggest, and I applaud the minister, the parliamentary secretary, and all of those involved in bringing forward the legislation. I appreciate the fine work that the other chamber has done in providing us with the legislation we are debating today.

After listening to my colleagues across the way, I have a couple of comments. A New Democrat representative referred to the fact that we will be expected to look at different types of legislation and then suggested that Bill S-2 should be relatively uncontroversial. It is a piece of legislation that I believe will ultimately receive the support of all members of the House, at least in advancing it to the standing committee, where there will no doubt be a much more detailed analysis of the legislation. If there are ways it can be improved upon, I am sure the committee will attempt to do so, recognizing that where we can do better, we will strive to do so.

With regard to vehicle safety, we need to recognize that there are two jurisdictions that play a critical role, one being the national government. The bill before us today, Bill S-2, is important legislation dealing with manufacturers. Cars do not last a lifetime. Individuals today have two major expenditures: the homes they live in and the vehicles they acquire. Many vehicles are purchased at face value, meaning that if they are brand new, there are certain expectations for those vehicles. The national government plays a critical role in not only ensuring that vehicles are safe but also, to a certain degree, in providing assurances to consumers. That is done through recalls, ensuring that manufacturers take responsibility for their products.

If I walk into a showroom today and buy a nice, brand new, shiny vehicle, and I pull off, and then a month later there is an issue with an airbag or a steering column, I should have some sense that there is going to be a recourse whereby the manufacturer will have to rectify the problem, because it is not my driving that caused the issue; rather, it was a fault or manufacturing-related issue that caused the problem.

We know that situation exists. As I mentioned earlier, it is estimated that over 20% of all manufactured vehicles will at one point or another have something recalled or something that needs to be tweaked or replaced. It can be fairly substantial. It can be somewhat inconsequential in terms of cost, but important in terms of safety. We know those are the types of things we have to face.

Ottawa, in coming up with legislation such as this, is empowering the minister to do certain things we are not able to do today, and I want to focus some attention on a few of those things. However, to speak more broadly about the industry as a whole, we understand and appreciate how important the automobile industry is to our nation in terms of the overall GDP and the impact it has on real middle-class jobs and on our economy in every region of our country. It is not only the manufacturers; it is also the individuals who service the vehicles and those who sell. Major retailers out there are very dependent on the automobile industry. It is an industry I am quite familiar with. My father or other family members have been involved in it in excess of 40 years.

When the average person purchases a car, even though they might think it is the car for them for the rest of their life, very few will purchase a car that will be their car for the rest of their life. Surveys show that an individual will keep a car for six to eight years. After that, they will sell it, but just because they lost interest or decided to go for a new car does not mean that this car leaves the road. It then becomes a second-hand car, and at this point many provincial jurisdictions recognize that we need to ensure that our roads continue to be safe. In my own province, Manitoba, if someone sells a second-hand car, there is an obligation to have it safety-checked, so that whether it is two years, 10 years, or 11 years old, the vehicle is in fact safe for driving.

As provinces continue to look at ways to improve the condition of those second-hand cars on the road, we also have a responsibility to ensure that the new cars that are being sold are safe. Where we can play a role in ensuring they are safer, we should do just that.

When I look at what the legislation specifically does, there are a few things that come to mind, but one of the things that tweaked my interest was how the manufacturers would be financially responsible for correcting a vehicle defect and also have an enhanced responsibility to provide information related to the safety of the vehicle to Transport Canada. That information would go into the Transport Canada data bank.

One of my colleagues made reference to the data bank. If one goes to the motor vehicle safety recalls on the Transport Canada site, one would be amazed at just how detailed that data bank is. For many people who are driving newer vehicles today, whether one, three, or four years old, there is a very good chance there has been a recall of some part on that vehicle, but drivers are just not aware of it.

It is very simple to find out whether a vehicle has been recalled. People visit the website, virtually click on the type and model and the style of the vehicle. The recalls that have taken place will pop up. It is a fantastic databank. I would suggest to all consumers, people who have purchased cars in the last number of years, not to take it for granted just because their vehicle seems to be driving well. They do not have to wait for something to go wrong. There is a fantastic databank that is there to be utilized. One of the things that this legislation is proposing to do is to enhance that databank by requiring additional safety information to be passed on, some of which no doubt will ultimately end up in some form of the databank. I see that as a very strong positive, and I would encourage others to look into it. The minister would have the power to call for additional testing to address safety concerns. That is something that all of us need to be concerned about.

In listening to a number of the Conservatives, it is interesting to hear that they talked a lot about Bill C-62, which is a piece of legislation that the former prime minister, Stephen Harper, had brought to the floor of the House. This is one of the reasons why I am somewhat optimistic that the Conservatives should be onside and wanting to see this legislation pass sooner as opposed to later. I would suggest that the legislation originates not necessarily from the former Conservative government as much as actions that were being taken in the U.S.A. There is a gap between the U.S.A. and Canada related to safety issues and recall processes and procedures and what that government is able to do in comparison to the Government of Canada. I suspect that what we saw was a Conservative government looking at what was happening in the U.S. and then wanting to adopt some of those measures, and I give the Conservatives credit for doing so.

I know that the NDP expressed some concern that this legislation was not in the mandate letter of the current minister. The only thing that I can say to that issue is that just because it is not within a mandate letter does not necessarily mean that the ministers are not looking at still improving the system. We have ministers who are very keen to look at and administer the mandate letters and achieve things within the mandate letter, but there are many other initiatives, and this is one of those. It would appear that, across the way, both the New Democrats and the Conservatives are in general supporting the principle of the legislation, and we see that as a good thing. We look forward to the opposition parties supporting it.

In the legislation, the minister of transport would have the power to order companies to make manufacturers and importers repair a recalled vehicle at no cost to the consumer. For those who use vehicles and have to get vehicles serviced, there is a substantial cost factor to it. As one would obviously argue, why should a consumer, who purchases a brand new vehicle and three months later finds out that there was a defect, have to be financially responsible for recovering or bringing that vehicle up to Canadian safety standards? Enabling the minister to have that additional power or authority is a very strong message that is being sent to the industry.

I do not think we need to say all manufacturers are not taking up their responsibilities to ensure that their vehicles are safe and at the highest quality. We recognize that manufacturers do whatever they can. We have seen manufacturers institute massive recalls well into the billions of dollars.

We understand and appreciate that this legislation is there, because at times, whether today or in the future, a minister should have the authority to do what is being proposed in the legislation. The bill would allow Transport Canada to use monetary penalties or fines to increase safety compliance and to enter into compliance agreements with manufacturers to take additional actions for safety. The legislation would also increase and clarify Transport Canada's vehicle inspection capabilities. It is important that we have a sense of enforcement that is real and tangible, so that if we have a vehicle that needs to be recalled for whatever reason, we would have the ability to ensure that it would be carried out. This is something we see within the proposed legislation.

I look at the legislation as a whole and recognize that what is being proposed by the Senate amendment is ultimately dealt with in the legislation. With the Senate amendment, a company would be required to compensate a dealer for an amount equivalent to at least 1% per month of the price paid by the dealer. The amount would equal an annual interest rate of at least 12%. This arbitrary rate does not take into account the fluctuations in the real financing costs, and therefore the amendment could have the perverse effect of a dealer potentially making more money by not making the repairs, keeping the vehicle on the lot, and charging the manufacturer. Therefore, when we look at the amendment being proposed by the Senate, as much as the intent might have been very good, I do not believe it is required. Within the legislation, the minister would have the authority to have manufacturer defects dealt with, paid for, and recovered by the manufacturers. The minister would have that authority already.

We have to be very careful that, within the Transport Canada legislative framework, it is not required for us to be arbitrary or work between the dealerships and manufacturers. It is very much a consumer issue. At the end of the day, as much as the intent of the Senate's amendment is meant to do well, I do not believe it is required. The opportunity to see dealerships adequately taken care of through the current proposed legislation is there, and the minister would have that authority.

It is interesting that one of my colleagues made reference to the fact that, when we think of recalls, we have to ensure that the priority of manufacturers is to get the vehicles that are actually on the roads dealt with as a first priority. Those vehicles in the large compounds, which we have all seen, will ultimately be on the road, and I suspect there will be modifications made to them before they are sold to the consumer. The bottom line, once all is said and done, is that the legislation before us is all about increasing the safety on Canadian roads, and therefore ensuring that manufacturers and companies take on their responsibilities by providing the type of vehicles that consumers expect when they purchase them. I think this is legislation that we should all be supporting.

Strengthening Motor Vehicle Safety for Canadians ActGovernment Orders

September 19th, 2017 / 12:25 p.m.
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Robert Aubin NDP Trois-Rivières, QC

Mr. Speaker, when we compare Bill C-62, which was introduced by the Conservatives, to the Liberals' Bill S-2, we find many similarities and some differences. We note that the two administrations have something in common: they both decided to cut Transport Canada's budget.

Does my colleague believe that it is possible to reconcile increasing motor vehicle safety with cutting Transport Canada's budget?

Strengthening Motor Vehicle Safety for Canadians ActGovernment Orders

September 19th, 2017 / noon
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Kevin Sorenson Conservative Battle River—Crowfoot, AB

Mr. Speaker, it is again a privilege to stand in the House after a good summer when Canadians were on the road travelling throughout Canada, appreciating our great country and celebrating Canada's 150th anniversary. It is nice to get back to Parliament and to represent the good folks of Battle River—Crowfoot.

I am pleased to participate in today's debate on Bill S-2, An Act to amend the Motor Vehicle Safety Act. Bill S-2 would give the Minister of Transport new vehicle recall powers. This bill is similar to legislation introduced by the previous Conservative government. Our Conservative Party is also concerned, and as a government was concerned, about passenger vehicle safety. We had legislative amendments in what was then called Bill C-62. It has been referenced today in the House a number of times, and I thank the Minister of Transport for his recognition of that bill as a good measure.

Bill S-2 would give the Minister of Transport the power to order companies to issue a recall notice. It would then compel manufacturers and importers to repair a recalled vehicle at no cost to the consumer. It is obvious that recalls are not only for safety on our roads and for our customers, but also to give Canadians confidence that the manufacturers of the vehicle models they have bought will comply when they realize there are questions about safety. The bill would give the Minister of Transport the power to order manufacturers and importers to repair new vehicles before they are sold. It would allow the Department of Transport to use monetary penalties or fines to increase safety compliance and to use the monetary penalties as a way to require manufacturers to take additional safety action. It would provide the department with flexibility to address ever-evolving vehicle safety technology and require companies to provide additional safety data and conduct additional testing to address safety concerns. Finally, the bill would increase Canada's vehicle inspection capability.

The importation of motor vehicles and motor vehicle equipment into Canada is governed by the safety standards established by the Motor Vehicle Safety Act.

Before vehicles imported to Canada and equipment manufactured in Canada can be shipped to another province for sale, they must have a national safety mark confirming that they have been manufactured according to the act and the existing safety standards that are in place.

Currently under the Motor Vehicle Safety Act, only manufacturers can order the recall of vehicles in Canada. The Minister of Transport can only order a manufacturer to notify Canadians that their vehicle is subject to this safety recall. Bill S-2 proposes to allow Transport Canada to issue monetary penalties against manufacturers. This new power is intended to ensure that manufacturers comply with Canada's Motor Vehicle Safety Act. The monetary penalty system would replace the time-consuming and very costly criminal prosecution of automobile manufacturers.

Bill S-2 would more closely align Canada's automobile recall process with the existing process in the United States. I asked the minister this morning how closely it would align with that in the United States. He was fairly clear that the intent of the measure was to reduce enforcement gaps between Canada and the United States, although I think he also insinuated that there were other safety precautions—I am not so sure if those are in Bill S-2, but in our safety standards—that go further than what the United States may have.

The previous Conservative government had already strengthened the Motor Vehicle Safety Act in 2014. Our previous government also passed into law provisions that brought the Motor Vehicle Safety Act very closely in line with American legislation. We know that we have an integrated industry. We know that there are vehicles manufactured in Canada and then sold in the United States, and vice versa.

It is an integrated market. Therefore, it is very important that we not put up red tape or barriers that limit the industry from having that equivalency between the two countries. For example, we were explicit in differentiating between an automobile defect compared to an automobile's non-compliance with Canada's Motor Vehicle Safety Act.

In 2014, our Conservative government gave Canada's former minister of transport the power to order an automobile company to inform Canadian consumers of safety defects. Bill S-2 is building on that effort by giving Canada's transportation minister the power not only to inform the public but also to recall those vehicles.

Canadians want and expect our vehicles to be safe and want defects to be identified as quickly as possible. The power to order vehicle recalls will help manage vehicle safety in Canada. Everyone knows that technological advances in motor vehicles are evolving so quickly that cars are becoming more and more technical and complex. We see it everywhere, with our cellphones, our videos, and anything dealing with electronics. We see it now in vehicles and vehicle safety. As the technology grows, the question is whether we are keeping up. I will talk a bit about that later on.

For us to be competitive we must facilitate these needs. Canada's regulatory regime needs to be more responsive to new and emerging technologies. We need to be responsive to new fuels as they come online, and also to safety advances. This bill will allow the department to require manufacturers to provide more safety information and do testing when needed, as well as increase their flexibility to address ever-changing safety technology.

Bill S-2 has provisions that did not appear in Bill C-62, tabled by the previous parliament in June 2015. Consent agreements relating to safety improvements and non-compliant companies have been added. As well, the current government wants to impose initiatives to provide some early flexibility to address the challenges of rapidly changing vehicle technologies. This measure needs to be pursued carefully when Bill S-2 is studied in committee.

This is again time to express the important work that committees do. We need to allow our committees the ability to look at these measures, to look at the timeliness of how we can deliver change, of how we can adapt to the ever-changing world of technology, of how that equates back to vehicle safety, and whether all of the possibilities are being checked out.

Also, the current government needs to pursue this measure carefully. The purpose of Bill S-2 is to increase consumer protection and motor vehicle safety in Canada. That is why we moved on this in 2015. It obvious today that the official opposition wants to support Bill S-2 in principle. However, we want this bill to go to committee to have the proper work done there.

We should also recognize and thank the Senate for bringing this forward quickly. Again, I am not certain why the government did not bring this as a government bill, but the Senate did bring it forward with some amendments, which we will talk about later on as well.

I had the privilege of chairing the House of Commons Standing Committee on Public Accounts. I am pleased that the Auditor General's report, as well as the report of the public accounts committee, and the important work they have done, is part of the debate today in the House.

The 2016 fall reports of the Auditor General of Canada included a chapter on oversight of passenger vehicle safety and the performance of Transport Canada. The Auditor General's report, entitled “Oversight of Passenger Vehicle Safety—Transport Canada”, found a couple of things. It states that vehicle safety technology is evolving faster than Canadian regulations and standards can keep up, and that Transport Canada faces challenges in exercising its important role of keeping passenger vehicles safe.

The Auditor General noted a number of significant deficiencies in the regulatory framework, including a lack of timeliness, an absence of broad stakeholder consultation, and outdated regulations. The report states:

For example, Transport Canada’s regulations did not allow vehicles to be equipped with advanced headlights that are controlled by software...[and] unregulated semi-autonomous vehicles are being driven on Canadian roads.

Those are a couple of areas where Transport Canada was not keeping up with what is available out there for the general public in some cases. The report goes on to state:

...Transport Canada waited for the National Highway Traffic Safety Administration in the United States to develop new or amended standards before proposing regulatory actions in Canada.

The Auditor General was concerned about that. However, I am pleased that we recognize the integrated nature of the industry and that we are not always making changes after the United States does. Rather, we are watching what it does so we can have access to its market. The report further states:

This reactive approach created significant delays in implementing new standards, and meant that some passenger vehicles were not equipped with the newest safety features available in other countries, such as the...advanced headlamps.

It continues:

There were lengthy delays—sometimes of more than 10 years—from the time that Transport Canada started to work on an issue to the implementation of new or amended standards.

As has been mentioned, technology is advancing quickly. What is new today in much of our technology will be old news or old technology in six months. Therefore, Transport Canada needs to address ways in which it can keep up.

The report further states:

Prior to making proposed regulations public in the Canada Gazette, Transport Canada consulted with manufacturers but did not engage broadly with stakeholders such as consumer associations, medical associations, and [our] police [forces].

The audit found that the important standards were not working as intended or were outdated.

Furthermore, the Auditor General stated:

...Transport Canada was aware that child seat anchorages could fail under certain conditions, but it had not proposed a new regulation or issued an advisory by the audit completion date.

The response by Transport Canada to the Auditor General was that introducing a unique-to-Canada requirement for anchorage strength in passenger vehicles would be detrimental to trade, and for that reason there was a delay.

Most concerning, and a challenge for the current Liberal government, is that Transport Canada has not been focusing on planning or funding its research and regulatory activities for the longer term. The department could not prioritize resources and spending decisions. It sounds like there are some real administrative problems there. For example, between April 2012 and December 2015, the department purchased 98 passenger vehicles for research testing. However, as of December 2015, a number of them had still not been tested. The vehicles were sitting there but many of the tests had not taken place.

The department appears to adequately assess complaints by Canadians and identifies vehicle safety defects. However, the report states:

...the Department did not request information about critical safety issues that manufacturers were investigating. As well, manufacturers issued 318 recalls between 2010 and 2015 for safety-related issues that were not brought to the Department’s attention.

Therefore, we can see the communication, the passing of information, and the data that is there. Data in just about everything in government is problematic. Here was a case of the department not working closely enough with the industry for it to be aware of recalls implemented by manufacturers on their own.

The report continues:

Furthermore, the Department did not have the authority to assess whether manufacturers implemented effective processes for identifying and reporting safety defects. This limited the Department’s ability to investigate defects and better protect Canadians.

While Transport Canada adequately assessed vehicle manufacturers' efforts to complete safety recalls, it was left to the manufacturers to contact owners for some recalled passenger vehicles. Manufacturers had difficulty identifying and contacting owners, especially owners of older vehicles. We know that sometimes other related or unrelated issues in an older vehicle may compound the problem it is actually being recalled for. We almost have a double whammy with these old clunkers on the road, as another politician in the past said, so we need to be certain that we comply with this.

The good news is that Transport Canada has agreed with the seven recommendations made by the Auditor General and is pursuing a detailed action plan. Again, I am pleased to report that the public accounts committee has studied and reported on this. We are still involved in a follow-up process that will hold them to account and make Canadians feel even safer.

I am going to read some of the recommendations the Auditor General had. Recommendation 1:

Transport Canada needs to confirm in writing to the Committee that it provides regular public updates on the status of its regulatory plans.

The public needs to have confidence.

Recommendation 2:

Transport Canada needs to provide the Committee with a report detailing the implementation of an expanded and standardized consultation process seeking comments in a timely manner from expert stakeholders on Motor Vehicle Safety’s regulatory initiatives.

Again, this goes back to stakeholders, including the industry and our emergency responders, police forces, and other stakeholders.

Recommendation 3:

Transport Canada needs to provide the Committee with a report detailing how it has implemented its action plan to improve the quality of collision and injury data.

Again, that is part of the process of follow up that committees do.

Recommendation 4:

Transport Canada needs to provide the Committee with a report detailing the progress of the updated regulatory process and how evidence and scientific research are used to inform the development and/or modification of Motor Vehicle Safety Standards.

How is science and research helping?

Recommendation 5:

Transport Canada needs to provide the Committee with a report outlining its long-term operational plan for the Motor Vehicle Safety Directorate.

Recommendation 6:

Transport Canada needs to provide the Committee with a plan detailing how Bill S-2’s proposed new authorities will be implemented into the passenger vehicle safety regulatory regime.

Finally, Recommendation 7:

Transport Canada needs to provide the Committee with a report outlining its process to support a new authority in the Motor Vehicle Safety Act to request that major auto manufacturers provide information on their data sources and internal processes for identifying and reporting safety defects.

Those were the Auditor General's recommendations in the audit, but one of the things he concluded with was this:

Transport Canada did not maintain an up-to-date regulatory framework that responded to emerging safety risks and technological issues. As a result, the approach failed to ensure that Canadian-driven passenger vehicles had the highest possible safety features and technologies.

I see that I only have one minute left. I will quickly say that I believe that there are laudable measures being taken in Bill S-2 that should be supported. The current government faces some formidable challenges in addressing vehicle safety in Canada, but I think this is a step in the right direction. As he stated, it is adopting the Conservative bill, Bill C-62, and we commend him for that.

Beyond that, as always, the devil is in the details. Again, we will be watching to see how quickly this is implemented and how quickly a minister would actually step out and tell manufacturers that there should be a recall. It needs to be not only passed but complied with by a minister who is prepared to make those tough decisions.

There are numerous challenges in keeping Canadians safe in the vehicles on our roads. Our former government was aware of that, and that is why we acted in 2014 and again in 2015 with the tabling of Bill C-62.

I commend the Liberal government for moving on this issue as well for adopting a bill that, unfortunately, had to start in the Senate. I hope that the government will allow the committee to do its work and that we will see this legislation move through the committee in a timely fashion.

Strengthening Motor Vehicle Safety for Canadians ActGovernment Orders

September 19th, 2017 / 11:55 a.m.
See context


Kelly Block Conservative Carlton Trail—Eagle Creek, SK

Mr. Speaker, I always appreciate the member's very thoughtful interventions not only in this place but at committee. I would like to pose a similar question to him that I posed to both the minister and the parliamentary secretary.

Perhaps I could be accused of asking fairly technical questions, but this is a technical bill. I am focusing on some of the changes that we should be very familiar with between Bill C-62 and Bill S-2, because there are not very many, except for the amendment that has been spoken to quite a bit during the debate so far.

I will get more specific about the measures in proposed section 16, on which I have asked for some clarification. Proposed section 16.24 establishes that following the issuing and service of a notice of violation, the minister can make the nature of the violation and other related details public. What is the purpose of that measure and why it has it been included? This is to frame it for me going forward in this debate.