Bill C-49 (Historical)

Transportation Modernization Act

An Act to amend the Canada Transportation Act and other Acts respecting transportation and to make related and consequential amendments to other Acts

This enactment amends the Canada Transportation Act in respect of air transportation and railway transportation.
With respect to air transportation, it amends the Canada Transportation Act to require the Canadian Transportation Agency to make regulations establishing a new air passenger rights regime and to authorize the Governor in Council to make regulations requiring air carriers and other persons providing services in relation to air transportation to report on different aspects of their performance with respect to passenger experience or quality of service. It amends the definition of Canadian in that Act in order to raise the threshold of voting interests in an air carrier that may be owned and controlled by non-Canadians while retaining its Canadian status, while also establishing specific limits related to such interests. It also amends that Act to create a new process for the review and authorization of arrangements involving two or more transportation undertakings providing air services to take into account considerations respecting competition and broader considerations respecting public interest.
With respect to railway transportation, it amends the Act to, among other things,
(a) provide that the Canadian Transportation Agency will offer information and informal dispute resolution services;
(b) expand the Governor in Council’s powers to make regulations requiring major railway companies to provide to the Minister of Transport and the Agency information relating to rates, service and performance;
(c) repeal provisions of the Act dealing with insolvent railway companies in order to allow the laws of general application respecting bankruptcy and insolvency to apply to those companies;
(d) clarify the factors that must be applied in determining whether railway companies are fulfilling their service obligations;
(e) shorten the period within which a level of service complaint is to be adjudicated by the Agency;
(f) enable shippers to obtain terms in their contracts dealing with amounts to be paid in relation to a failure to comply with conditions related to railway companies’ service obligations;
(g) require the Agency to set the interswitching rate annually;
(h) create a new remedy for shippers who have access to the lines of only one railway company at the point of origin or destination of the movement of traffic in circumstances where interswitching is not available;
(i) change the process for the transfer and discontinuance of railway lines to, among other things, require railway companies to make certain information available to the Minister and the public and establish a remedy for non-compliance with the process;
(j) change provisions respecting the maximum revenue entitlement for the movement of Western grain and require certain railway companies to provide to the Minister and the public information respecting the movement of grain; and
(k) change provisions respecting the final offer arbitration process by, among other things, increasing the maximum amount for the summary process to $2 million and by making a decision of an arbitrator applicable for a period requested by the shipper of up to two years.
It amends the CN Commercialization Act to increase the maximum proportion of voting shares of the Canadian National Railway Company that can be held by any one person to 25%.
It amends the Railway Safety Act to prohibit a railway company from operating railway equipment and a local railway company from operating railway equipment on a railway unless the equipment is fitted with the prescribed recording instruments and the company, in the prescribed manner and circumstances, records the prescribed information using those instruments, collects the information that it records and preserves the information that it collects. This enactment also specifies the circumstances in which the prescribed information that is recorded can be used and communicated by companies, the Minister of Transport and railway safety inspectors.
It amends the Canadian Transportation Accident Investigation and Safety Board Act to allow the use or communication of an on-board recording, as defined in subsection 28(1) of that Act, if that use or communication is expressly authorized under the Aeronautics Act, the National Energy Board Act, the Railway Safety Act or the Canada Shipping Act, 2001.
It amends the Canadian Air Transport Security Authority Act to authorize the Canadian Air Transport Security Authority to enter into agreements for the delivery of screening services on a cost-recovery basis.
It amends the Coasting Trade Act to enable repositioning of empty containers by ships registered in any register. These amendments are conditional on Bill C-30, introduced in the 1st session of the 42nd Parliament and entitled the Canada–European Union Comprehensive Economic and Trade Agreement Implementation Act, receiving royal assent and sections 91 to 94 of that Act coming into force.
It amends the Canada Marine Act to permit port authorities and their wholly-owned subsidiaries to receive loans and loan guarantees from the Canada Infrastructure Bank. These amendments are conditional on Bill C-44, introduced in the 1st session of the 42nd Parliament and entitled the Budget Implementation Act, 2017, No. 1, receiving royal assent.
Finally, it makes related and consequential amendments to the Bankruptcy and Insolvency Act, the Competition Act, the Companies’ Creditors Arrangement Act, the Air Canada Public Participation Act, the Budget Implementation Act, 2009 and the Fair Rail for Grain Farmers Act.

Transportation Modernization Act

[Brigitte Sansoucy, NDP, Saint-Hyacinthe—Bagot, QC]

Madam Speaker, when I meet with my constituents from Saint-Hyacinthe—Bagot, I tell them how honoured I am to rise in the House to vote on their behalf. The question that I would like to ask my colleague is this: how can I properly fulfill that role when I am being asked to vote on an omnibus bill like Bill C-49, which seeks to amend 13 pieces of legislation.

The bill may contain one or two worthwhile measures, but I cannot properly represent the people of Saint-Hyacinthe—Bagot by voting in favour of an omnibus bill that amends 13 pieces of legislation. How can my colleague justify asking members to vote on an omnibus bill that changes so many aspects of our society?

[Judy Sgro, Liberal, Humber River—Black Creek, ON]

Madam Speaker, Bill C-49 is about bringing transportation into 2030 and the future. The bill would be an expansion of economic opportunities for the airlines, our shippers, and our railways. Much of this focuses on the economic side.

Would the parliamentary secretary elaborate a bit more on the passenger bill of rights, which we all know is extremely important as we move forward with more transportation challenges? How would that better protect the interests of Canadians when they book flights with airlines?

[Robert Aubin, NDP, Trois-Rivières, QC]

Madam Speaker, I thank the parliamentary secretary for her speech. Even though it went on for quite a while, I do not believe it will do much to change my position or my vote at third reading. We have seen over the past few weeks how much influence major lobbies exert on this government.

Considering the many inconsistencies between what we find in this bill and some of the Liberals' campaign promises, for example, it seems to me that the Liberals switched their focus. During the campaign, they were talking to consumers, and yet with this bill they seem to be talking to large corporations, or rather to be acting under their influence. This is apparent in the sections dealing with the passengers' bill of rights, among others.

In the 41st Parliament, the Liberals voted in favour of an NDP bill that would have created a real passengers' bill of rights. Now, Bill C-49 is taking us a step back by proposing guidelines for consultations that might eventually lead to regulations on the matter. That said, it is easier to amend regulations than legislation.

In conclusion, then, is Bill C-49 the government's way of saying that it gives the interests of large corporations precedence over those of consumers?

[Karen McCrimmon, Liberal, Parliamentary Secretary to the Minister of Transport]

Mr. Speaker, at the outset, I want to start by thanking all the members of the Standing Committee on Transport, Infrastructure and Communities for convening a week early, before Parliament was scheduled to resume, to allow for intensive study of Bill C-49, the transportation modernization act.

I would also like to thank all the witnesses who appeared before committee, along with the many other stakeholders who have shared their views. This includes the feedback provided by Canadians, industry stakeholders, provinces and territories, and indigenous groups, as part of the government's extensive consultation process undertaken last year leading up of the announcement of transportation 2030, our strategic plan for the future of transportation in Canada.

While there were some differences of opinion during the committee's proceedings, we also heard on a number of occasions how important this bill, as a whole, is for Canadians, the transportation system, and the economic prosperity of our country.

It is important for this bill to strike the right balance, which is why the committee adopted some important amendments in response to concerns that were raised during its in-depth study of the bill. This balance is a reflection of the collaboration that was achieved during the committee’s study.

The minister, and I also, was happy with the progress and the review of this bill and the extent of collaboration, which demonstrates the importance accorded by committee members to this bill.

Bill C-49 promotes transparency, system efficiency, and fairness. It is an important legislative step towards delivering on concrete measures in support of transportation 2030, our government's vision for the long-term future of Canada's transportation system.

Canada is a vast country with a very complex transportation network. It is therefore critical to ensure that our laws and regulations position our country to thrive as a high-performing economy that can respond to changing conditions and to Canadians' expectations when they travel.

This proposed legislation aims to provide a better experience for travellers and a transparent, fair, efficient, and safer freight rail system to facilitate trade and economic growth. In particular, the bill would strengthen air passenger rights; liberalize international ownership restrictions for Canadian air carriers to provide travellers with more choice and encourage greater competition; develop a transparent and predictable process for authorization of joint ventures between air carriers; improve access, transparency, efficiency, and sustainable long-term investment in the freight rail sector; and enhance the safety of transportation in Canada by requiring railways to install voice and video recorders in locomotives.

Together, these proposed initiatives advance a strategic and integrated plan for the future of our country’s transportation system.

Our government's focus on inclusive growth for the middle-class and greater safety and security for Canadians led to the introduction of some key amendments to the Canada Transportation Act in Bill C-49 specific to the air traveller.

What does this mean for Canadians?

Bill C-49 would mandate the Canadian Transportation Agency to develop, in collaboration with Transport Canada, a set of clear regulations to strengthen air passenger rights that would apply consistently to all carriers. The regulatory process would allow broad consultation with Canadians and industry stakeholders to develop world-leading regulations, which is what Canadians expect and deserve.

Canadians and passengers travelling to, within, or from Canada would be provided with rights that address current irritants faced by air passengers. These rights would be easy to understand and uniform across all airlines and all flights, domestic and international.

Canadians understand that in certain circumstances airlines do not have full control over events, such as weather, emergency, and security incidents, or even medical emergencies, but even then Canadians have a right to a certain level of protection when they travel. In other circumstances, when the carrier makes commercial decisions that may have an impact on the passenger, Canadians expect fair compensation for any inconvenience they experience.

Should Bill C-49 receive royal assent, the minister has received assurances from the agency that they are committed to establishing the regulations on air passenger rights as soon as possible.

Bill C-49 specifies that the regulations would include provisions addressing passengers' most frequently experienced irritants: providing passengers with plain language information about carriers' obligations and how to seek compensation or file complaints; setting standards for the treatment of passengers in the case of denied boarding due to overbooking, delays, and cancellations, including compensation; standardizing compensation levels for lost or damaged baggage; establishing standards for the treatment of passengers in the case of tarmac delays over a certain period of time; seating children close to a parent or guardian at no extra charge; and requiring air carriers to develop standards for transporting musical instruments.

The minister has been clear that the regulations would include provisions ensuring that no Canadian is involuntarily removed from an aircraft due to overbooking after they have boarded the aircraft. He has also been clear that airlines will be expected to fulfill their obligations to the passenger and, in cases where a passenger cannot fly as a result of overbooking, the air carrier would be obligated to fulfill its contract with that passenger.

We intend to monitor the air passenger experience. This bill proposes requiring data from all parties in the air sector. This data would not only allow for monitoring of compliance with the proposed air passengers' bill of rights framework, but also inform any future policy or regulatory actions to ensure that the air travel experience to, within, and out of Canada is efficient and effective.

Bill C-49 also proposes to increase the foreign investment limit from 25% to 49% in Canadian air carriers, with associated safeguards. No single international investor would be able to hold more than 25% of the voting shares of a Canadian air carrier, and no combination of international air carriers could own more than 25% of a Canadian carrier. The ownership restrictions at 25% would remain for specialty air services, such as heli-logging, aerial photography, or firefighting.

Liberalizing the international ownership restrictions would allow Canadian air carriers, including all passenger and cargo providers, access to more investment capital, which they could use for innovation. We expect this to bring more competition into the Canadian air sector, providing more choice for Canadians, and generating benefits for airports and suppliers, including new jobs.

By allowing higher levels of foreign investment, Canadians would have access to better connectivity, and more frequent access to air travel.

Another improvement proposed in the bill is that it would allow the Minister of Transport, in consultation with the commissioner of competition, to consider applications for joint ventures between two or more air carriers. As it now stands, joint ventures are only subject to review as collaborations between competitors under the Competition Act.

Joint ventures are an increasingly common practice in the global air transportation sector. They enable air carriers to coordinate functions, including scheduling, pricing, revenue management, marketing, and sales. This would benefit Canadian passengers, giving them access to more destinations without needing to book separate tickets with different carriers.

This bill would open a process in Canada to both competitive and public interest considerations. This transparent and predictable assessment process would take into account the characteristics of the air transportation sector, as well as the wider public interest and competitive factors. It is expected that this approach would lead to better connectivity, less process, and a better overall passenger experience.

In Canada and around the world, airports are investing large sums of money and resources to simplify and improve the air travel experience for their passengers. Municipalities and businesses are also seeking new or additional passenger screening services as part of their economic development plans.

The proposed amendments to the act of the Canadian Air Transport Security Authority, CATSA, would create a more flexible framework whereby industry stakeholders could enter into agreements with CATSA on a cost-recovery basis. This flexibility would allow airports to increase screening services at their facilities, strengthen their competitiveness, and attract new commercial routes, which would enhance the traveller's experience without compromising aviation security.

Bill C-49 also proposes significant measures to strengthen the safety of Canada's rail sector. Proposed amendments to the Railway Safety Act mandating the installation of voice and video recorders in locomotives across Canada's railway industry would provide a clear safety benefit and improve rail safety overall. Locomotive voice and video recorders would provide essential information to better understand the causes and contributing factors leading up to an incident or an accident relating to human factors, which are often impossible to obtain by other means. The proposed regime does raise complex issues regarding the rights of employees to privacy. This is why the proposed framework carefully balances the safety benefits derived from locomotive voice and video recorders with the privacy rights of employees. This approach builds on 10 years of careful studies of the technical and privacy-related implications, and would address the Transportation Safety Board of Canada's recommendation in this regard.

Bill C-49 advances historic measures to promote transparency, fair access, efficiency and investment in the rail sector.

First, major new data requirements on the railways' service and performance would come into force more quickly. Railways would begin reporting specific service and performance metrics 180 days after royal assent, rather than one year. As well, the amendments would require that this data be reported more quickly. Railways would be required to report their service and performance metrics five days after each reporting period, rather than the 14 days originally recommended.

Finally, the Canadian Transportation Agency would have to publicly post that data within two days of receiving it, rather than the original seven days. Together, these measures would ensure that shippers have access to more timely data. Bill C-49 already provides the agency with the power to require even more data if needed, underscoring our commitment to a more transparent rail system.

Second, captive shippers in British Columbia, Northern Alberta, and Northern Quebec, in sectors such as forestry and mining, would have better access to the proposed new long-haul interswitching remedy. These changes reflect the spirit and intent of this new remedy.

The committee’s amendments would still maintain a critical balance by minimizing congestion in the Quebec-Windsor and Vancouver-Kamloops corridors. Extensive congestion could ultimately slow down the rail system to everyone’s detriment.

Third, another amendment at committee reinforces the point that a railway's removal of an interchange for interswitching would not affect its service obligation toward a shipper. Railways would also be required to notify the agency of their intent to remove an interchange and provide more advance notice to shippers, namely 120 days rather than 60 days. These amendments speak to a concern we heard that interchanges could be closed without any recourse for shippers.

Finally a technical amendment made by the committee would allow the new majority shareholder ownership limit for Canadian National Railway to become effective upon royal assent. This amendment would simplify the process for Canadian National and help ensure investment in a network that is critical to Canada's economic performance.

Bill C-49 would establish the right conditions for our rail network for years to come. The amendments the committee proposed would help advance our goal of a transparent, efficient, and safe Canadian freight rail system that meets the long-term needs of users and facilitates trade and economic growth.

Bill C-49 also addresses marine-related infrastructure. The legislation proposes amendments to the Canada Marine Act that would allow Canada port authorities and their wholly-owned subsidiaries access to loans and loan guarantees from the newly created Canada infrastructure bank.

The bank will invest $5 billion for trade and transportation related priorities. Allowing port authorities to access the bank would support investments in Canada's trade corridors and the infrastructure needed for our long-term economic growth and the creation of good, well-paying jobs for the middle class.

Bill C-49 would change the Coasting Trade Act by allowing all shipowners to reposition their owned or leased containers between locations in Canada without a coasting trade licence. Removing the licensing requirement for foreign vessels to reposition empty containers is expected to help improve the competitiveness of Canada's supply chain in support of Canada's exports, and enhance the attractiveness of Canadian ports as gateways to the North American market.

A strong and modern transportation system is fundamental to Canada's continued economic prosperity. All Canadians benefit from a competitive, reliable, and efficient transportation system.

The committee has proposed important amendments to ensure the bill achieves a fair balance. Collaboration helped in finding solutions that will contribute to modernizing our laws and regulations in order to increase investment in Canada and promote the long-term growth of our transportation system.

The proposals included in Bill C-49 are designed to achieve tangible improvements to our national transportation system that will serve and benefit Canadians for decades to come.

I would like to again thank the members of the committee for working together to ensure that Bill C-49 achieves a fair and balanced approach in fostering a more efficient and safer transportation system.

[Diane Lebouthillier, Liberal, Gaspésie—Les-Îles-de-la-Madeleine, QC]

moved that Bill C-49, An Act to amend the Canada Transportation Act and other Acts respecting transportation and to make related and consequential amendments to other Acts, be read the third time and passed.

[Pablo Rodriguez, Liberal, Honoré-Mercier, QC]

Mr. Speaker, there have been discussions among the parties and I believe if you seek it you will find consent for the following.

That notwithstanding any Standing Order or usual practice, at the conclusion of today's debate on Bill C-49, An Act to amend the Canada Transportation Act and other Acts respecting transportation and to make related and consequential amendments to other Acts, all questions necessary to dispose of the third reading stage of the said Bill be deemed put and a recorded division deemed requested and deferred until Wednesday, November 1, 2017, at the expiry of the time provided for Government Orders.

That being said, Happy Halloween.

[Celina Caesar-Chavannes, Liberal, Parliamentary Secretary to the Minister of International Development]

Madam Speaker, I would like to take this opportunity to speak to Bill C-49, an act to amend the Canada Transportation Act and other acts.

This proposed legislation is critically important to help modernize transportation policies and practices to help ensure that we have safe, clean, and efficient transportation across Canada. Of course, Canada is a vast country and we rely on transportation to ensure that our trade happens across the country and that we are able to travel across the country. Therefore, it is critically important.

Last week, we had an opportunity to hear the great news of our fall economic statement. We saw growth in this country that has not been seen in quite some time in terms of our place in the G7. We have seen the creation of hundreds of thousands of jobs and, more importantly, over 100,000 full-time jobs. Having an efficient transportation system will allow that growth to continue. It will give our businesses, our small businesses in particular, the capacity to get their goods and services from city to city and province to province, and across this great country.

I know that a lot of businesses in Whitby really appreciate the fact that we are looking at transportation. In Whitby, there is always heavy congestion on the 401, just as it bottlenecks into my town. Many of us realize the inefficiencies that can result when we do not pay attention to the intricacies and importance of our transportation networks and to ensuring that we are able to get our businesses' goods and services across the country. This helps broad economic growth. In this we want to make sure that we are taking a whole-of-government approach when looking at ensuring vast economic growth in Canada.

In Whitby there are a lot of families who really like to travel across the country. We have seen various reports in recent times that travel is not so nice for some passengers. The introduction of a passenger bill of rights will give families peace of mind when they are travelling. They want to know that when they have spent their hard-earned money to take a trip across the country either by train or by air that they will be treated appropriately in whatever mode of transportation they take.

However, this is not just about planes or trains. When we think about driving across country on a family trip, it all really ties together. We also want those roadways to be efficient. We want that transportation to be efficient so that people can travel across the country, spend their money, and encourage economic growth when they are going across the country. Again, it is very interconnected, and I think this government has taken a proactive approach of looking at each piece of legislation, seeing that we can build upon each of them in turn and ensure that we do have the economically viable modes of transportation we need to continue to grow the country.

I want to speak a little to the fact that we have adopted some of the amendments brought forward at committee.

When I came to this place, people asked me questions about our capacity to work together across the aisle and to exchange ideas and to ensure that we can put together the best pieces of legislation possible. We have taken the opportunity to put this proposed legislation to committee, and the committee came back with various amendments that we have taken into account. We know that it is very important to the Canadians, including people within my constituency of Whitby, that we serve and represent everyone and take their input into account.

The adoption of those amendments represents a critical opportunity to work together.

[Elizabeth May, Green, Saanich—Gulf Islands, BC]

Madam Speaker, I could not agree more with my hon. colleague from Guelph that we made a dreadful mistake when we separated out passenger rail, VIA Rail, and gave the tracks in this country to CN and freight. The current length of trains that are bringing freight across this country is so long that they do not fit on any siding, which is why VIA Rail, that does not control the signals, is sent to the siding and passengers have to wait sometimes for as much as an hour for a freight train to pass.

I do not see anything in Bill C-49 that would fix the problem the member for Guelph just identified. What we need to do is make sure we are investing in VIA Rail and investing in tracks for VIA Rail. I do not see that in this legislation.

[Lloyd Longfield, Liberal, Guelph, ON]

Madam Speaker, it is my pleasure to rise to address the House today on Bill C-49. We have covered a lot of ground in the debate today.

The word “omnibus” has been used by both the official opposition and the NDP to describe this bill. The vision that came from committee and the minister is that this bill reflects the nature of transportation. Transportation, as we know, is now called logistics. It is more than just moving goods and people; it is also the data behind the networks. It is tracking packages as they go from one form of shipping to another. Whether it is from a ship onto a container at a transloading facility, onto rail, and then onto a truck, we need a transportation network that has an act behind it that reflects the true nature of transportation.

The acts that this legislation would cover, the CN Commercialization Act, as was mentioned by the previous speaker, would attract investment up to 25% of the ownership of CN or CP being covered by international investment, to look at attracting international capital into Canada.

The Railway Safety Act, as was just mentioned, would include the use of devices for the safety of rail and, as we saw in the disaster in Lac-Mégantic, how to avoid disasters in the future through the use of technologies, so we can make sure that the equipment is operated safely and effectively. It is governed by subsection 28(1) of the Canadian Transportation Accident Investigation and Safety Board Act. We have a backstop. We will not have to focus on conversations in the cab between the engineer and other operators. We are looking at safety and the safe operation of equipment, and we have acts to govern that. We are looking at the comprehensive nature of safety between air travel, road travel, shipping, and rail.

We are also looking at the Canadian Air Transport Security Authority Act, to authorize the Canadian Air Transport Security Authority to enter into agreements for the delivery of screening devices on a cost-recovery basis. That concern was mentioned by the NDP earlier, but cost recovery can take many forms in terms of financing activities, such as improving screening devices within facilities.

The Coasting Trade Act looks at repositioning empty containers on ships that are registered in any register. There can be tracking of empty containers and a more efficient way of handling the movement of containers across Canada as they become unloaded and go to other forms of shipping, and then eventually get back to the registered owners. It is to make use of the containers throughout the time they are in Canada.

The Canada Marine Act permits the port authorities and their wholly-owned subsidiaries to receive loans and loan guarantees from the Canada infrastructure bank. That infrastructure bank, which has been discussed in this place on other occasions, looks at how to attract international investment. It looks at how to maintain control of it through our management of foreign capital within our shores, knowing how expensive it is to operate ports, to add rail infrastructure, to build bridges, to improve our transportation network across Canada. There are international markets looking for investment, looking for projects to participate in. As long as Canadians know how we are doing that and we are transparent in the way the conditions of Bill C-44 will be coming forward to Parliament so that it can get royal assent and we can get on with investment in transportation, that is what we want.

There are also other acts, as always, including the Bankruptcy and Insolvency Act, the Competition Act, the Companies' Creditors Arrangement Act, the Air Canada Public Participation Act, the Budget Implementation Act, 2009, and also the Fair Rail for Grain Farmers Act.

This bill is not omnibus; it is omni-transportation. We are not suggesting that we cut down environmental protection in the middle of a budget bill or other things that have been termed omnibus in the past. We are not bringing this forward in any way, other than to make sure we have an integrated act that reflects the integrated nature of transportation in Canada.

When we look at integration and different forms of travel, we also have the competition between freight and people. How do we manage the investments in our infrastructure? In my riding of Guelph, people are trying to get down Highway 401 to Toronto on the train, and the train gets waylaid as freight comes through. Freight makes a profit for rail organizations. Freight always takes precedence over people. People are trying to get to work or trying to get home, and they cannot do that efficiently.

The only way to get past these problems is with comprehensive legislation that allows investment, so that we can get dual tracks between Toronto and Kitchener-Waterloo, including Guelph, to have one track for freight and one track for people.

Transportation 2030 is looking at where we are going in the next 20 or so years. We want to have an integrated nature of transportation that can also pave the way to use the new forms of transportation, autonomous vehicles, new ways of moving goods through new ways of port control, and new transloading facilities for rail. We need to have comprehensive legislation, such as Bill C-49, in order to make way for future carriers of people and goods across this great country that we have.

When we look the scope of Canada, we also need legislation that is as broad in scope as we are as a country, so that we can reach northern Alberta, reach Windsor, and so we can have proper control in our major centres of Toronto, Montreal, Vancouver, Halifax, and all points in between.

When we look at the joint ventures, attracting the most efficient use of travel, we do not want part carriers on part carriers and two operations losing money, but a means in which they can collaborate and work to the benefit of Canadians under the new legislation.

Competition is essential, and competition, as I mentioned earlier, includes attracting international participants. We can look at countries where there is best practices that we can borrow from, such as China and the United States. Europe has border issues that it has been able to solve. We are are still working on old border issues that will hopefully benefit from this legislation as well, as we open up our roads and bridges and our rail lines to international markets.

Finally, I mentioned in the question section that Guelph is looking at increasing our opportunities for air travel. We have YKF, which is the international regional airport in Waterloo that is partway between Guelph, Waterloo, Kitchener, and Cambridge. To come to Ottawa this morning, I had a 4:15 a.m. pickup and a shuttle to Pearson. I had to go through security, so I was dropped off an hour and a half before my flight. I got to my office here for 8:30 a.m., after having left Guelph at 4:15 in the morning. If we had YKF operating and we had a low-cost operator, as we almost had last year—we had it for a very short period of time—I would have been able to drive 20 minutes to the airport and be at the office an hour earlier than I was. I would be able to get home to my family a lot easier once we are finished with the work of the House.

However, we cannot do that without good legislation such as we have before us, which attracts investment, attracts competition, and enhances the network that we have in Canada, bringing it into the next century with transportation 2030.

I will be supporting this bill as it comes forward.

[Vance Badawey, Liberal, Niagara Centre, ON]

Madam Speaker, I appreciate the question from my great colleague, who also does a lot of work on transportation, in particular on the committee.

Canadians expect a transportation system that allows them to travel safety and to bring global trade through our partners' jurisdictions safely, efficiently, and in an environmentally friendly manner. We want to ensure that where and when a product is moving, it is also moving economically and that jobs are created and preserved. Businesses and customers expect a transportation system they can trust and have confidence in to deliver.

Bill C-49 would become an enabler of the entire transportation strategy, transportation 2030, to become something that will breathe and mature and offer our great nation the ability to perform better when it comes to our economy on the global stage.

[Angelo Iacono, Liberal, Alfred-Pellan, QC]

Madam Speaker, I thank my colleague for his wonderful speech. Bill C-49 is a key piece of the plan to implement the transportation 2030 vision announced by the Minister of Transport last fall.

Would the member tell us a little bit about that and explain why it is important?

[Vance Badawey, Liberal, Niagara Centre, ON]

Madam Speaker, I appreciate the question by my hon. colleague, who has done a lot of work with me on the transportation sector.

Niagara is unique. We are a trade corridor. We have a very robust multi-modal transportation system, with the Welland Canal going right up the middle of the region, as well as short and mainline rail. We are a border community, with road and air links shared by both nations. Within a one day's drive, we represent over 44% of North America's annual income. Therefore, the bill, as well as the overall strategy with respect to transportation, not only contributes to Niagara, but because of the strength of Niagara as a border community, it can also contribute overall to accomplishing the recommendations that will be coming out of both the strategy and Bill C-49.

We look forward to its being passed. We look forward to taking advantage of the strengths, as well as the resources, that would be made available to us through Bill C-49.

[Kate Young, Liberal, Parliamentary Secretary for Science]

Madam Speaker, I thank the member for his very important words. We have had many discussions over the past two years about transportation, and I know how important it is to get this right. I wonder if the member could reflect on how Bill C-49 would help the Niagara area, because I know how important it is to ensure that transportation is increased and improved in that general area.

[Vance Badawey, Liberal, Niagara Centre, ON]

Madam Speaker, it is a pleasure to speak today, on behalf of many of my colleagues, to Bill C-49. I had the opportunity and pleasure, and privilege, to work on this, starting before we came back to the House. I worked with many great people on the committee and with witnesses and delegations that came to take part in the discussion.

There is a bigger picture. I have heard a lot of comments today in the House. Although we dug a bit deep in the weeds, I want to speak, in a broader sense, to the strategic plan for the future of transportation in this great nation, that being transportation 2030 and how Bill C-49 would actually contribute to that overall strategic plan.

This bill would be in part an enabler of a national transportation strategy. The minister worked very hard throughout the past year to put together transportation 2030 and a train corridor strategy as part of that overall strategy. It became evident, when speaking with many of our partners throughout Canada, that modernizing rail, air, marine, and road is a critical component of that overall national transportation strategy. Bill C-49 would be a critical component of that.

When we looked at the bill, we recognized quickly that a lot of the particulars relate to how we are going to ensure that Canada's transportation system is strengthened to give us an ability globally to perform better with respect to our economy and the economies of our partners. We also recognized that we had to hear from everyone across the House of Commons. It was not just about the Liberal side of the floor. It was also about listening to the Conservative Party, the New Democratic Party, and other folks, as I mentioned earlier, who were a great part of this entire process.

I want to highlight a few components of the report. The report states that, transportation 2030 will ensure that Canadians benefit from a safe, reliable, clean, and efficient transportation system that facilitates trade and the movement of people for years to come. That includes every method of transportation: rail, road, air, and, of course water. Transportation 2030 would also ensure that Canada's transportation system supports economic growth, job creation, and Canada's middle class while promoting a sustainable environment. We can see a trend here as it relates to a triple bottom line, that being economic, environmental, and social.

In a vast nation such as ours, Canadians rely on economically viable modes of transportation to travel and move commodities within our country, across the border, and to our ports for shipment overseas. The time has come to modernize our policies, not just in our own jurisdictions but with jurisdictions throughout Canada and with our trading partners, ensuring that we have a seamless method of transportation to move global trade. These practices also include a safe, greener, more competitive, and more respectful system that can respond to market conditions and to Canadians' expectations, not only with respect to moving trade but with respect to moving people, whether it be through high speed rail or any method of transportation. It is incumbent upon us to investigate those opportunities.

I mentioned earlier today that the transportation modernization act would represent only a first step in providing Canadians with safer, more reliable and efficient transportation, and a system that would better facilitate the trade and travel of goods and people. It would also respond to the needs of Canadians and their expectations for services, as well as allow Canada to take advantage of international opportunities and contribute to a highly productive economy.

When we look at a lot of the effort of the transportation committee now, we are starting to get a little deeper into the specifics of an overall strategy that attaches itself both to transportation and, most importantly, the economy and job creation. We cannot be content to sit back and depend on what we had, but look to what we can have. That is dependent on our strengths as a border country with our trading partners, such as the United States. Within the new trade agreements that we have and will be ensuring are in place, we have an opportunity to include that seamless movement and ensure that the agreements are of benefit to both Canada and our trading partners.

I want to speak as well to the involvement of all members at committee. For those who may not know and are watching this on TV, all three parties participate in the standing committees, the Liberals, the Conservatives, and the NDP. As the chair of the committee so eloquently alluded to earlier in her dialogue with us, we listened to all members of the committee, ensuring that all of their voices were heard. We made amendments, and those amendments came from all sides. The amendments were as follows.

Changes were made to the exclusion zones in Quebec and British Columbia to open up a new long-haul interswitching regime to captive shippers in northern Quebec, parts of British Columbia, and Alberta, which were previously excluded in the agreement put in place by the former government. This will be of particular importance to the forestry and mining sectors.

Changes were also made to the new system of approvals for joint ventures in the air sector to provide for greater transparency in the process, to provide greater service to passengers, and to provide greater certainty when travelling.

There were changes made to the new system of approvals and joint ventures for other methods of transportation, such as by rail, water, and road.

Changes were made to the rules around closing rail interchanges so that a longer notification period and greater transparency were required. As a former mayor for the past 14 years, I can relate to that one simply because of the cost of, as well as the work that has to be done on, some of these interchanges within our own individual jurisdictions.

There were also changes made to the reporting requirements for freight rail, which will result in timelier reporting of data and speed up the implementation of a new system from one year to 180 days. Once again, that will lead to better service, transparency, and accountability.

Finally, changes were made to the amendment concerning the CN Commercialization Act so that CN's directors could apply for a new 25% limit on individual ownership of shares immediately after royal assent.

In closing I want to say that not only is there a bigger picture attached to both the efforts at committee and what the minister and ministry are embarking on with respect to a national transportation strategy, but also that when we go to the next layer we see the minister's announcement of transportation 2030, and in the next layer the specifics of how we are going to accomplish that in Canada by 2030. Bill C-49 is but one component of that and will be an integral part of ensuring that the overall strategy is put in place. It is not just a document that will sit on a shelf and collect dust, but one that will breathe. With that, Bill C-49 will become an enabler to ensure that this great nation has the tools to move this entire strategy forward to benefit future generations.

[Arnold Viersen, Conservative, Peace River—Westlock, AB]

Madam Speaker, I would not disagree at all with the member when he said that we need a revamp. However, I would definitely say that the bill before us does not look like a revamp.

What we have in Bill C-49 looks more like crony capitalism or paying off somebody. I am not sure what the whole bag of goods is intended to do, but for me, the ministerial sign-off on the joint ventures raises a red flag. It would give the opportunity for the minister to bypass the board, and the opportunity to participate in what I call crony capitalism.

What we need in northern Alberta and northern Canada is more competition. What we need is more of the government getting out of the way so that our resources can be developed. As we have seen in northern Alberta, hundreds of flights are being cancelled, because there is no economic activity any more. When there was a lot of economic activity, there were choices for a person who wanted to fly out. There was a flight every hour that left the Fort McMurray airport. Now I think there are only four every day flying to Edmonton. This is one of those things that we need to ensure, that we can get the economy going again, and then there will be a lot of choice when it comes to transportation, provided the government can get out of the way.