This bill is from the 42nd Parliament, 1st session, which ended in September 2019.
Marc Garneau Liberal
This bill has received Royal Assent and is now law.
This is from the published bill. The Library of Parliament has also written a full legislative summary of the bill.
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.
All sorts of information on this bill is available at LEGISinfo, an excellent resource from Parliament. You can also read the full text of the bill.
Bill numbers are reused for different bills each new session. Perhaps you were looking for one of these other C-49s:
Marc Garneau LiberalMinister of Transport
Mr. Speaker, Bill C-49 is a very well balanced bill. If the members look at it and understand it in detail, 90% of the measures are to give shippers an advantage. This is very clear.
The Harper Conservatives obviously have not taken the time to read the bill in detail. If they did, they would also know that Canadian shippers and grain shippers fully understand the value of the bill, which will change things that should have been done decades ago.
Marc Garneau LiberalMinister of Transport
Mr. Speaker, I really cannot believe what I just heard from the Harper Conservatives who for 10 years did not do a single thing to modernize freight rail legislation to allow our grain to move far more effectively. In fact, they have voted against Bill C-49 on every possible occasion, and have caused an additional 11-day delay because they did not want to let it pass on May 11.
The Conservatives call themselves friends of the farmers. It is total hypocrisy.
John Barlow Conservative Foothills, AB
Mr. Speaker, Canadian farmers want to know why the Liberals forced them to suffer through a debilitating grain backlog. For more than a year, the Conservatives offered options to get grain moving, but the only action the Liberals took was to delay their own bill.
Now the agriculture minister has admitted that Bill C-49 will not solve all the problems our farmers are facing, no own motion powers and no true extended interswitching.
Why is the Minister of Agriculture not fighting for the provisions in Bill C-49 that our farmers are asking for so they do not have to face this crisis again?
Robert Aubin NDP Trois-Rivières, QC
Mr. Speaker, thank you for that information.
I would like to begin by saying that I am not a big fan of the Winnipeg Jets, unlike my colleague who spoke before me. I must admit, however, that after their win last night, knowing they are the only Canadian team still left in the running for the Stanley Cup, I was actually happy for them. It would be great to bring the Stanley Cup back to Canada, hockey being our national sport and all. That is the end of my comments on hockey. Let us get back to Bill C-49.
Mr. Speaker, you said I will not have my entire speaking time before question period. I want you to know right away that I have deliberately chosen not to use all of my time, if only for the sake of consistency when we are talking about the urgent need for action, while the Liberals insist on just talking.
This is about consistency, and I hope there is also some symbolic value here, since one cannot speak from both sides of one's mouth at the same time. One cannot suggest, as I did with my motion here this morning, to return Bill C-49 for royal assent as soon as possible by accepting the two minor amendments that remained out of the ones proposed by the Senate and, at the same time, launch into these endless, long-winded speeches on a bill that will have a real impact on the ground for those who are waiting for this to be resolved, one way or another.
I would like the Hansard to reflect the reasons why senators are insisting on these two amendments to which the Liberal government has unfortunately closed the door.
The message is that the House respectfully refuses the amendments, but I fail to see any respect in all this, except perhaps for the wording of the message. What did the senators send us as justification for insisting on these two small amendments?
I will read their reasoning, not only because I agree with it, but also because I believe that it is important to put it on the record. Why was the Senate so emphatic about its amendment? Let me quote the Senate:
That the reasons for the Senate’s insistence on its amendment 7(c) be:
“because all regions of Canada should be treated equally, with fairness and respect. ...because shippers in the Maritimes will continue to have access to other shipper remedies in the Act. As the proposer of the Senate amendment pointed out in committee, this is unfair for the maritime region, since there are roads and therefore other modes of transportation in areas like Prince Rupert and northern Quebec where an exemption is provided.”
The House no doubt knows that NDP members are not huge fans of the Senate, and especially an unelected Senate, but since this is the way things are for now, I must recognize a job well done.
It is not true that the only job of an opposition party or member is to oppose everything, all the time. I remind members that an opposition member's job is not to oppose everything, but to point out things that could be improved in a bill, to make it as close to perfect as possible. Every bill can be improved upon, and the government that sets the legislative agenda should be open to amendments that make sense. These amendments did not pop up out of nowhere. They are the result of discussions with experts in House committees and parliamentary committees.
I want to talk about another reason why the Senate asked and insisted that its amendment no. 8 be recognized, and I say “asked” because we now know that this request has been denied. I want to share the following quote from the Senate:
That the reasons for the Senate’s insistence on its amendment 8 be:
“because this amendment entitles a shipper to obtain a determination of the railway’s cost of transporting its goods to assist an arbitrator in final offer arbitration to determine whether to select the offer of the carrier or the shipper. By declaring that final offer arbitration is a commercially based process and not cost-based, the House of Commons has removed that entitlement from the shipper;”.
That explanation is as clear as can be, and it is indisputable. Anyone who has negotiated a contract or a collective agreement under arbitration knows that the parties are more likely to reach a fair agreement when there is a balance of power. If Bill C-49 makes that impossible, it is obvious which party stands to benefit the most. The purpose of the amendment was to restore a level playing field and ensure that the arbitrator making the final decision will have the tools to make an informed decision in the event that the process does come to fruition. Even that idea was rejected by the Liberal government.
In light of this morning's decision to reject the amendments, it is once again very clear that the Liberal government is always trying to cozy up to big business, which I imagine can be very generous when it is time to fill the campaign coffers. I suppose I could be wrong, but I will leave it up to everyone to observe the political game-playing. Later today, we will be debating Bill C-76, which is about new election rules. There again we will see how the Liberals want voters to make decisions based on money instead of the various parties' development philosophies. I will have more to say about Bill C-76 later. I will leave it at that for now.
I quoted the Senate's explanations so that they appear in the Hansard, but since I have a few minutes left, I would like to point out everything that this bill does not do. The matter of contracts is urgent, but so is the development of a passengers' bill of rights, which air travellers have been waiting for for years. In the previous Parliament, the NDP tabled a document—it was not even a bill—that sought to examine the possibility of putting regulations in place before the next election as the minister saw fit, but I would be willing to bet that the Liberals will wait until just a few months before the 2019 election is called to introduce the passengers' bill of rights.
It is clear that this government is not here to serve its constituents but to further its election strategy. Meanwhile, all this time, Canadians have been waiting for a real passengers' bill of rights that would ensure that they are compensated in situations like the one we saw here in Ottawa with Air Transat only a year ago. The passengers' bill of rights is also long overdue. When Bill C-49 finally receives royal assent, we will still not have a passengers' bill of rights. All we will have is the first step in a process to develop a bill of rights in the future.
Bill C-49 is absolutely unbelievable. If the Liberals wanted to take quick action on grain transportation, they could have done so. Let us remember that, at the beginning of the process, we proposed dividing Bill C-49 to quickly examine the aspects that addressed grain transportation, but this government refused to do that. We also proposed to extend the measures taken by the previous Conservative government so that farmers would not be left in limbo when the temporary measures ended and before Bill C-49 came into effect.
There are many causes for concern with this bill, and we cannot understand why the Liberal government is not more open to the amendments that are being proposed.
Cathay Wagantall Conservative Yorkton—Melville, SK
Mr. Speaker, I really appreciated listening to the member for Bow River and his rational, reasonable, common sense question of why in the world we are where we are today, when this issue could have been dealt with months ago.
On behalf of stakeholders across my riding and across Canada, we asked the government to please take out the portion with regard to freight and deal with it separately, deal with it quickly, because we all know how important this is to agriculture, mining, and manufacturing.
The Fair Rail for Grain Farmers Act had been put in place to deal with an issue and look further down the road to see how well it worked. It worked so well that, right across the country, there was an ask for a buy-in so that all these shippers would be able to use that same type of process. However, the current government absolutely refused to go in that direction. As a result, the Liberals have delayed the shipping of products for our economy to our coasts over and over again by removing amendments, not working with the committee, and not working with the Senate.
The Liberals are claiming that they want the bill to pass quickly, but their actions absolutely have not matched their words. By opposing the Senate amendments, they are ignoring our stakeholders and delaying the passage of their own bill, Bill C-49.
Why are the Liberals delaying the passage of their own bill?
Martin Shields Conservative Bow River, AB
Mr. Speaker, it would be remiss of me not to mention the great hockey win last night by the Winnipeg Jets. It is good to see that team move on. Las Vegas will be an interesting challenge.
In recognition also of today, I dug deeply into my closet and found my railroad tie, which I am proud to wear today. My closet of ties is very extensive.
I rise today to speak to the government's second motion regarding the Senate's amendments to Bill C-49, the transportation modernization act.
It has frankly taken too long. It is ridiculous that the Liberal government has taken so long to pass the bill. Just like the first response by the government to the Senate's amendments, this second motion by the government will further delay the bill's passage.
It might be a little strange for me, a Conservative opposition MP, to say I want the government to pass its own bill, but that is exactly the case. The Liberals had another opportunity to do it this morning. It is the Liberals who are delaying the passage of Bill C-49, as they voted against doing it this morning.
This message that the Liberals are delaying the passage of Bill C-49 is going to be the theme of my speech this morning, because it is the truth.
I would like to go back in time to September 2017. I had the opportunity to join the House of Commons transportation infrastructure and communities committee for a number of full days of witness testimony on Bill C-49 in the week prior to the House returning for our fall session. During the days of witness testimony, we heard from many witnesses that the bill needed amending. These calls for amendments were frequent and, in many cases, repetitive among certain stakeholder groups.
My Conservative colleagues on the transportation committee and my NDP friend the member for Trois-Rivières heard these calls and put forward a number of small reasonable amendments as called for by the stakeholders, whose industries and businesses represent billions of dollars to the Canadian economy. Had the Liberals not been so politically stubborn, they might have accepted those amendments that my Conservative and NDP colleagues put forward at that committee.
They would have been better off to do so because once the bill made its way to the Senate transportation and communications committee, many of those same amendments were introduced at the Senate committee. It is worth noting that many of these amendments were supported by senators of all political stripes, including hon. senators from the recently formed independent senators group.
The first delay of Bill C-49 by the Liberals was the rejection of the very reasonable opposition amendments at the House of Commons committee, recommended by the many witnesses.
The second delay by the Liberals to Bill C-49 was how long they took to decide what they would do with the Senate's amendments. The Senate sent its message to the House of Commons on April 16. Farmers, agriculture groups, as has been mentioned by the parliamentary secretary, and Canada's manufacturing, mining, and forest industries had to wait two weeks to find out what the government would do with these amendments. For two whole weeks it dithered on what to do.
The third way the government delayed passage of the bill was by rejecting many of the Senate's amendments. When the government finally revealed its position on the Senate's amendments, shippers in these important industries were very disappointed with what they saw, not just because the government weakened or rejected amendments they felt were important but because they knew this move by the government would cause further delays to the passage of Bill C-49.
Instead of agreeing with all the Senate's amendments, which would have resulted in quickly sending the bill off for royal assent, the government chose to do a mixture of accepting a few amendments, amending a few others, and rejecting the majority of them.
My colleague the member for Carlton Trail—Eagle Creek, who is doing an excellent job of holding the transport minister to account, proposed an amendment to the government's motion to accept all the Senate's amendments. Had the House adopted my colleague's amendment, the bill would have gone immediately for royal assent thereby speeding up the passage of Bill C-49. However, shock of all shocks, the Liberals delayed their own bill one more time and voted against my colleague's amendment.
I think that brings it to four times that the Liberals have delayed the passage of Bill C-49 in the last six months. Should I say that the Liberals are not done? Here we are again. The Senate has dealt expeditiously with the government's motion, and members of the other place have voted to insist on two of their amendments, which the government previously rejected. Today, we are debating a motion by the Liberal government to once again reject amendments that the Senate has been insisting on.
Who is causing the delay in passing Bill C-49? It is the Liberals. If they would simply accept these two Senate amendments, we could pass this bill today and send it for royal assent, as was proposed earlier in this session. However, that is not going to happen, because of the Liberals. Bill C-49 will have to go back to the Senate, and we do not know what is going to happen in that other place. This situation is entirely the Liberals' own fault. It is the Liberals who are causing the delays in the passage of Bill C-49.
The delays to the passage of Bill C-49 that I just highlighted are only the ones that have happened since September 2017. For a minute or two, I would like to jump back further in time and briefly discuss the delays caused by the Liberal government that started years ago. Conservatives know that the rail transportation system is vital to the economic well-being of our country's economy, and one of the founding principles that got Confederation to work. However, the Prime Minister and the Minister of Transport have been dragging their heels in addressing the serious needs of our country's economy.
Back in 2014, then minister of transport, the member for Milton, launched a statutory review of the Canada Transportation Act, a year early, following what was a very trying year for Canada's shippers, particularly in the Prairies. The report that came from this review is known as the Emerson report, after David Emerson, the head of the commission. Mr. Emerson spent over a year consulting with industry stakeholders before writing his report, which is a lot of consultation. After the Emerson report was presented to the current Minister of Transport in December 2015, the minister took an additional year to consult on the consultations before finally introducing Bill C-49 in May 2017, over 14 months later. From the very start of the Liberal government, the transportation needs of our country have not been a priority.
At this time, I would like to switch my focus and talk about the substance of the two amendments being rejected by the Liberal government.
The first amendment I would like to discuss is the Senate's amendment regarding final offer arbitration. The laws and regulations governing the relationship between the railway and the rail shipper are quite complex, so I would like to quote from an analysis prepared for the Mining Association of Canada with respect to the final offer arbitration amendment. This analysis was done after the government unveiled its first motion regarding the Senate's amendments, but the points it makes are just as valid now, as we are dealing with the same amendment.
It states:
The motion tabled by the Minister of Transport not only rejects the Senate amendment, but further enhances railway market power over captive shippers. Rather than retaining the status quo, the motion asks the House to give credibility to an interpretation that (a) contradicts what Canadian courts have said about the FOA remedy and (b) further tilts the current imbalance in the FOA remedy in favour of the railways. The Minister's support for Class I railways inflicts additional harm on those few shippers who are permitted to access final offer arbitration (FOA). The Senate amendment would have entitled a shipper to obtain a determination of the railway's cost of transporting its goods to assist an arbitrator in FOA to determine whether to select the offer of the carrier or the shipper. Now, the Minister has publicly declared that FOA is not a cost-based remedy but “rather a commercially-based process to settle a dispute during a negotiation of a confidential commercial contract”. There are at least four things wrong with this statement:
First, the Federal Court of Appeal (and the Alberta Court of Queen's Bench) declared FOA to be a form of rate regulation and an arbitrator appointed under FOA to be a regulatory authority. Ignoring the courts, the Minister has adopted the losing position of the railways before the courts.
Second, railways can now quote the Minister in support of their position, that costs have nothing to do with rates. While the average businessperson will understand this statement to be incorrect, arbitrators will be asked to take it into account. Shippers who are already exposed to daunting odds in the use of FOA, will face yet another hurdle.
Third, nothing in the FOA remedy requires the outcome to be a negotiated confidential commercial contract. Whether a railway accepts a contract on the terms set out in an FOA award is 100% up to that railway. Because it can transport the goods under tariff, a railway does not have to enter into a contract.
Fourth, by failing to accept the Senate amendment, the Minister is condoning the railways' efforts to undermine the viability of the FOA remedy as a means of challenging rates and conditions of service that railways can impose unilaterally. The Senate amendment would have allowed a shipper to compare rates offered by the railway to rates that would prevail under conditions of effective competition. Instead the government motion will entrench the railways' market power or dominance over shippers who must use the railway to which they are captive for all or part of their shipments to domestic markets.
That is strange. What a process this is.
Thousands of Canadian jobs rely on the mining sector. The mining sector relies on a stable, reliable transportation system to get its products to the customers or to the coast.
I could include other quotes from experts and stakeholders regarding the importance of this amendment, but for the sake of time I have left them out.
Canada needs a fair and balanced relationship between its rail shippers and its class I railways. It is sad that the government is deaf to calls for a better balance in this important relationship.
I would also like to take a minute to talk about the second amendment the Senate is insisting on. This amendment would allow captive shippers in the Maritimes access to the long-haul interswitching remedy that this bill would make available to shippers in other parts of Canada.
Why are the Maritimes being excluded? If this remedy is needed in other parts of Canada, as the government insists, why is it not needed in the Maritimes? To phrase the question another way, why must captive Maritime shippers be forced to pay higher shipping costs? Treating Maritimers as unequal partners may be the Prime Minister's definition of co-operative federalism, but it is not ours.
I hope that some of my hon. colleagues on the other side of the House who come from the Maritimes will ask the Minister of Transport why their constituents and the industries that support their communities are not worthy of this same remedy.
I will close by reiterating a point I made earlier in my speech.
The Conservatives know that the rail transportation system is absolutely vital to the well-being of Canada's economy, and that it is these two rails of steel that hook our country together and have made our economy strong. Regrettably, I am not sure the Liberals do. Despite what the Liberals say, their actions do not match their words.
Stakeholders we are hearing from are not pleased with this bill. Some stakeholders say that this bill would make things even worse. Others say it would make things a little better, but it could have been much better.
This morning, we are discussing a government motion to reject reasonable Senate amendments to Bill C-49. This move by the government is delaying the passage of its own bill one more time, as it did this morning.
In 2019, Canadians will have the opportunity to judge the Liberal government and replace it with a Conservative government that will listen to stakeholders and respect the important role transportation plays in the Canadian economy.
Karen McCrimmon Liberal Kanata—Carleton, ON
Mr. Speaker, it is quite clear when we listen to the many stakeholders who have been very vocal about this. Alberta wheat, Alberta barley, the grain growers, and Cereals Canada have all expressed, very clearly, how important it is to get Bill C-49 passed as soon as possible.
Robert Aubin NDP Trois-Rivières, QC
Mr. Speaker, it is rather odd that the rush to pass Bill C-49, which I can easily understand, given how many people are waiting for it on the ground, is being hampered by the Liberal government's lack of openness. Instead of accepting a unanimous motion that sought to recognize the senators' work and approve these two amendments, they are making us go back to debate.
If that is what they want, then let us go back to debate. I will repeat my question, focusing on just one of the two amendments proposed by the Senate. History buffs may recall that it must be 12 years or so since we last saw amendments ping-ponging like this between the Senate and the House.
Why are the Liberals refusing to treat all regions of Canada equally, which is the very essence of the Senate's amendment 7(c)?
Karen McCrimmon LiberalParliamentary Secretary to the Minister of Transport
Mr. Speaker, it is my pleasure to rise today to once again speak to the several benefits to shippers this historic piece of legislation would provide. Bill C-49 represents a watershed moment for Canada's freight rail sector. It would put in place the right conditions over the long term for a safe, fair, efficient, and transparent freight rail transportation system, for the benefit of all users.
We understand the concerns of captive rail shippers in the Maritimes, but it is critical that we ensure the continued viability and fluidity of the eastern rail network, including through the Montreal area. The proposed amendments from the other place would apply to a significant portion of the tonnage moving on CN's network in New Brunswick and Nova Scotia. Subjecting this traffic to long-haul interswitching, LHI, could impact the future viability of CN's rail services in eastern Canada, particularly on the northernmost branch line in New Brunswick, where line abandonment has been threatened in the past.
While LHI will not be expanded to allow captive shippers in the Maritimes to access the remedy in Montreal, the bill would make significant improvements to existing remedies that would benefit these same shippers. Shippers in the Maritimes would continue to have access to other shipper remedies contained in the act, many of which would be improved by the bill, including a definition of adequate and suitable rail service; the ability of shippers to seek reciprocal financial penalties in their service agreements; final offer arbitration, FOA; and a new, anonymous dispute resolution service.
Despite the many benefits this bill would provide, some continue to push for further amendments to the final offer arbitration process, a process that is already highly valued by shippers in its current form. However, FOA would already be strengthened under Bill C-49 by allowing shippers to pursue FOA to extend the applicability of an arbitrator's decision from one to two years and by raising the financial threshold for pursuing this streamlined summary FOA process for rate disputes from $750,000 to $2 million, therefore allowing more small and medium-size shippers to use this option.
Bill C-49 would also require railways to provide significant new data and performance metrics, including on rates, things that have never been available before. This would improve transparency, which would help shippers in their negotiations with railways.
Under the existing legislation, an arbitrator is already allowed to request technical assistance, including costing and legal assistance. There is nothing in the act that obligates the arbitrator to seek the consent of railways for such assistance, and the arbitrator can hold any failure to disclose information against a railway when coming to a decision.
Bill C-49 would benefit shippers in a variety of ways. In particular, it would enable shippers to seek reciprocal financial penalties; shorten the process for level of service from 120 to 90 days; allow a shipper to extend FOA decisions from one to two years; change the financial threshold for participating in a streamlined arbitration process; make certain temporary agency authorities permanent; recognize the agency's informal dispute resolute authority; and require railways to provide significant new data and performance metrics, including new data on rates. It would also provide agency “own motion” powers to investigate service-level issues in the freight rail system.
Passage of the bill is of the utmost urgency. Grain farmers and shippers are depending on the bill to prepare for the coming harvest season. Many stakeholders, including the likes of the Alberta Wheat Commission, Alberta Barley, the Grain Growers of Canada, and Cereals Canada, have stressed the need for Bill C-49 to be passed before the summer recess. These groups represent hard-working Canadians who are urging parliamentarians to pass the bill expeditiously, and in turn, to fight for them and their livelihoods.
The government and minister have carefully considered the risks, benefits, balance, and impacts of the policies in this bill. The bill has been thoroughly studied and debated for more than a year now in the two chambers. Prior to this, issues were studied by the Canadian transportation review panel, chaired by the hon. David Emerson. There has been an extensive series of additional round tables and consultations. All the input provided by stakeholders and witnesses was shared with the respective panels and committees.
It is clear that the other place wants the same as the government: an effective, efficient, and balanced rail system for the long term. The essential nature of the whole transportation system requires extensive study before changes are made to ensure that we do not end up with unintended consequences that put our system at risk. This study has taken place, and the government has produced a bill that best serves Canadians over the long term. There are many Canadians who will benefit from this bill, and they are eager to see it passed. It is now time to move forward.
Robert Aubin NDP Trois-Rivières, QC
Thank you, Mr. Speaker.
I will be brief. I want us to do the reasonable thing here. I do not see how we can respectfully tell the Senate we reject its amendments without providing an explanation.
That is why I am about to seek the unanimous consent of the House to move a motion recognizing that, for the months—years almost—that we have been debating Bill C-49 here, grain producers and transporters on the ground have been waiting for an answer. That is just to address this aspect of rail transportation. Bill C-49 has quite a few other things going on too, of course.
I am seeking the unanimous consent of the House for the Senate's amendments 7(c) and 8 to 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, to be now read a second time and concurred in.
Bardish Chagger LiberalLeader of the Government in the House of Commons and Minister of Small Business and Tourism
Mr. Speaker, this afternoon we will begin debate on Bill C-76, the elections modernization act. This debate will continue tomorrow, and the following week will be a constituency week.
However, if we receive a message from the Senate this afternoon about Bill C-49, the transportation modernization act, this bill will get priority.
Upon our return following the constituency week, we will resume debate on Bill C-76 on Tuesday.
On Wednesday, we will start debate at report stage and third reading of Bill C-57, an act to amend the Federal Sustainable Development Act.
On Thursday, we will begin debate on Bill C-75, the justice modernization act.
Finally, pursuant to Standing Order 81(4), I would like to designate Tuesday, May 22, for consideration in committee of the whole of the main estimates for the Department of Finance, and Thursday, May 24, for the Department of Citizenship and Immigration.
Adam Vaughan LiberalParliamentary Secretary to the Minister of Families
Madam Speaker, our government understands the challenges faced by our farmers every day. We are committed to ensuring that they have access to freight rail systems that effectively move their goods to market. That is why we introduced Bill C- 49, the transportation modernization act, which would put in place the right conditions, over the long term, for a safe, efficient, effective, and transparent freight rail system, which would benefit all rail users right across the country.
We are delighted that this bill, which both the member opposite and I voted for today, would provide robust, long-term solutions for many of the challenges facing our freight rail transportation system and its users. It would provide for enhanced accountability through reciprocal financial penalties between shippers and railways. It would improve transparency through increased reporting from railways, and it would provide captive shippers with a way of accessing an alternate rail carrier through long-haul interswitching. It would encourage investments in hopper cars through changes to the maximum revenue entitlement process, which would be retained for the benefit of the grain sector. In short, it would help avoid the kind of situation we are witnessing now. It would also provide the Canadian Transportation Agency with the powers it needs to investigate systemic issues of its own motion.
We understand that rail service this year has not lived up to expectations, both for grain and other commodities. That is why our government continues to work with railways to ensure that they are taking the necessary steps to improve service and to move grain and other commodities to market. Railways have provided us with their plans for relieving the backlog, and we will continue to keep a watchful eye on their performance to ensure that these plans have the desired effect.
What our government has not done is introduce a short-term approach, like minimum grain volume requirements, which could risk negative consequences for farmers, grain shippers, and shippers of other commodities. Minimum grain volumes could result in preferential treatment of some corridors, even within the grain sector. As a result, they are not a silver bullet. Their benefits are not felt evenly, and they can have real implications for shippers in the grain sector and for other commodities.
As to the particular question the member opposite raised about nationalizing the rail system, I am pretty certain that this is not in our government's forecast in terms of potential legislation that may be introduced. However, I will note that in the city I come from, one of the greatest inhibitors of stronger passenger rail movement is the conflict between rail that is carrying cargo and passenger movement, in particular commuters in the GTA.
There is a missing segment of the rail lines between Sudbury and Ottawa and down towards the east coast, which was given away and abandoned by rail companies. If used properly, it could reroute some of that cargo and free up rail capacity for commuters, which would take cars off the road. Switching away from cargo on the rail and getting passengers is one priority, but the other option is to make sure that other commodities that can move by different methods do not plug up the rail system as well.
Therefore, realigning, reassessing, and recommitting ourselves to a long-term rail strategy in this country is one of our government's priorities. The member can see that in budget 2018, with the significant investment we have made in modernizing VIA to get it back into a position where it can start to grow its customer base and move people more effectively, and in environmentally clever ways, so that we can make our strategic investments in infrastructure and also reduce greenhouse gases.
As for grain, I am glad that the bill has come through the vote today. It is progress. We continue to move forward to make sure that grain shippers get the service they need from this government.
Elizabeth May Green Saanich—Gulf Islands, BC
Madam Speaker, it is an honour to rise tonight at adjournment proceedings to pursue a question I asked. I am really pleased to bring it up when not too much time has passed since the question was raised. It was toward the end of March this year, when we were seeing Prairie grain shipments almost at a standstill when the shippers, CN and CP, were unable to bring forward enough railcars to move the grain. It was of crisis proportions, but it was not the first time this had happened.
I will briefly review the question I asked, which was to point out that millions of tons of grain were stuck on Prairie farms and in grain elevators. However, it was connected to a problem we were also experiencing on the coast of British Columbia, where freighters and container ships waiting to pick up that grain in the port of Vancouver were backed up and using the waters of the Salish Sea essentially as a free parking lot. The port of Vancouver was backed up, so as the container ships were waiting to go in and out of the port of Vancouver, which could each have three and four different containers within them, they would go back to collect grain and then go back to sit off Plumper Sound in the Salish Sea in my riding waiting to know if the grain had been delivered.
The knock-on effects of poor service by CN and CP are real pain and economic trouble for the Prairie grain farmers, an inefficient port of Vancouver, and a significant cost in quality of life to people living in Saanich—Gulf Islands and Nanaimo—Ladysmith, where these container ships were sitting off of Gabriola Island.
Members will be surprised to know that these anchorages for container ships off Saanich—Gulf Islands and Nanaimo—Ladysmith are available legally, but in that sense are largely unregulated, and there are no fees paid for sitting in the waters off Ganges, Plumper Sound, or Pender Island.
These enormous factory ships often have lights on through the night. I have talked to constituents who said that after they turn off all the lights in their house, they can still read a book because of the lights from the ships stuck there waiting.
It is a real cost in quality of life that we do not have an efficient rail service to deliver grain on time. It costs money to the shippers, the farmers, and those buying the grain. There needs to be a whole-of-government approach. A the t least, Transport Canada needs to start figuring out how we make sure we move goods quickly and effectively. Perhaps through a computerized system, the port of Vancouver could tell the grain farmers when to move the grain.
By the way, we used to have a better system when we had the Wheat Board. The Wheat Board did a better job in synchronizing shipments, and this problem did not come up. However, we had a crisis in 2014. On Vancouver Island, we were two days away from livestock operations not being able to get any feed because none of the mills that process the grain into livestock feed had any grain. The farmers had to band together and hire trucks. Again it was a big cost and poor service.
I know that Bill C-49, which we just voted on in the House, would help. There would be penalties for the shippers. From 1918 until 1995, this railway was a crown corporation, and it worked much better. What do we do to get goods moving in this country? Do we need to make it a crown corporation again?
Sean Fraser Liberal Central Nova, NS
Mr. Speaker, we have spent a great deal of time on questions in this debate about the role of Bill C-30 versus the long-haul interswitching included in Bill C-49. Bill C-30 provided a short-term solution to respond to an immediate need, but it did not solve the long-term problem of the transportation of western Canadian grain. It also did not provide any solution for the rest of the country in different industries and different regions.
Although I lived in Alberta for about five years, I am proudly Nova Scotian. I am curious if the hon. member could offer some thoughts on the importance of extending efficiencies in our transportation system to different sectors of the economy and to different regions, to make sure that our transportation system works for everyone and brings the greatest growth to the Canadian economy.
Kevin Lamoureux LiberalParliamentary Secretary to the Leader of the Government in the House of Commons
Mr. Speaker, what a privilege it is to stand in my place today to talk about a fantastic piece of legislation.
I thought the minister really paid tribute to a lot of the fine work that was done, from first reading of the legislation to second reading debate to the standing committee debate, listening to what had taken place in the standing committees, then coming back to the House and going to the Senate, which has proposed amendments. I highlight that for a couple of reasons.
First and foremost, let us acknowledge that when the legislation was brought in, it was long overdue. The minister has taken the approach of making fairly comprehensive changes to our transportation industry. He recognizes how valuable that industry is to our country. The fact that he invited and welcomed input and in many ways accepted many different changes speaks volumes with respect to the degree in which the minister, working with cabinet and all members of this chamber, has seen this legislation get to where it is today. This is positive legislation.
When I was on the opposition benches, we would talk about government legislation and how the Harper government was never really open to opposition ideas when the legislation came before a standing committee. In this case, the members of the standing committee worked exceptionally well together. They came together on a number of different ideas, some Conservative, some the Liberal, some New Democrat. These individuals were prepared to put their party politics aside to try to improve the legislation. As a direct result, many amendments were passed, virtually through a consensus that was quickly evolving. From what I understand, originators of some of those amendments crossed party lines.
It then went to the Senate. As the minister mentioned, the Senate scrutinized the bill quite extensively. The senators met with many different stakeholders and came up with a series of amendments. The minister and the department, after doing some further consultations with others, decided the government was prepared to accept some amendments in order to further advance Bill C-49. A very open and transparent process has led us to what we are debating today.
I was provided some quotes to reinforce what I just said. If we look to the Grain Growers of Canada, grain farmers from across Canada are praising the decision by the Minister of Transport to accept the recommendations and amendments put forward with respect to Bill C-49, the transportation modernization act announced on April 27. It says that the decision demonstrates the government is listening to farmers in their calls for a balanced and accountable rail transport system.
Mr. Nielsen of the Grain Growers of Canada said:
We need the legislation in place well in advance of August 1, 2018 to ensure hard working middle class farmers don’t have to suffer through another grain shipping season with terrible rail service...“Accepting these amendments demonstrates that [the ministers of agriculture and transport] are working for the growth of the rural economy. Bill C-49 is key to the long term success of my industry and key to reaching the goal of $75 billion in agri-food exports by 2025. We urge parliament to pass it now.”
The fine work parliamentarians have done in both Houses has been recognized, but we are now being called upon to pass the legislation.
There are a number of things we have talked a great deal about. In listening to the debate today and at second reading, there is a very interesting and important point. I use this as an example. We hear a lot about air passengers and the grain industry, which I will provide comments on shortly. However, I always thought there was something quite interesting within the legislation that I have not really heard, and it was just recently pointed out to me. It comes from the Transportation Safety Board, where an idea has been talked about, a recommendation, for years now. I would have thought this was something that could and should have been acted on relatively quickly. The idea is to have cameras in locomotives. It is very much a safety issue. Even though we spend a lot of time listening to the debate and comments from across the way, whether it is now or at second reading, I cannot recall hearing that particular comment.
The bill is a fairly significant change from what we have had in the past. We would have to go many years before we would see the types of changes we have seen in this legislation. We have a minister, working with others, who has really advanced a major piece of legislation that is going to a profound positive impact on several sectors, on passengers, shippers, farmers, the rail industry as a whole. These are significant changes. We have a minister who has been able to pull all this together in a relatively short period of time.
I remember sitting in the opposition benches, and this is something I have made reference to in the past, and asking Stephen Harper directly about the piles of grain on the Prairies. The grain was not in storage bins. It was in the fields. There was the threat that some of that grain was starting to rot, while in the Pacific Ocean there were ships anchored and unable to come into port to be loaded because the grain was not at the port. The grain could not be exported.
Canada is a trading nation. We need trade. Trade is what allows us to grow our middle class, fuel our economy, and provide the types of jobs that are so very important. When we think of the example I raised back then, we get a sense of the frustration. Imagine the frustration for farmers, whose crops are literally sitting in the fields and they want to get it to market.
I am listening to the debate this morning, and Conservative members have a great deal of criticism toward this legislation. They were in government for many years and had the opportunity to bring forward this kind of legislation. They had many years to do it, but it has taken this government to ultimately get the job done. Now, it is not complete yet, and we very much appreciate all the fine work that has been done by members of all political entities in the House and the Senate.
We also recognize and acknowledge the immense amount of work done by the stakeholders. It is the stakeholders who continued to lobby year after year for the types of changes we are witnessing today. That is why people should not be surprised at the pressure on all of us to get this piece of legislation passed.
There is another interesting quote that was provided to me. I will mention this because I come from the Prairies and we are talking about the importance of wheat. The following is a quote from the Alberta Wheat Commission and Alberta Barley:
The Alberta Wheat Commission (AWC) and Alberta Barley say that [the] Federal Transport Minister[...]’s move to endorse key amendments to Bill C-49 in the House of Commons, as recommended by the Commissions, is good news for farmers.
They go on to say:
“We see the news from [the] Minister...as an excellent show of support for the agriculture industry and for farmers,” said Kevin Bender, AWC Chair. “
This is why it is so important that we advance this legislation.
I will give a real example of the type of frustration farmers have. Let us imagine a farmer has a contract with the rail company, and the farmer says he will deliver x amount of wheat on x date to the rail line. If that farmer does not fulfill the contract as he had committed to the rail line, the rail line could take action against the farmer, such as fines and so forth. The farmer would suffer penalties. That is the way it is and the way it was, yet it was never reciprocal. The farmer felt helpless. What about the railway company? If the farmer delivers the product on time to where it is supposed to be, should there not be any sort of obligation for the rail line? This legislation actually takes that into consideration so that it would be reciprocal. Not only would the rail line ensure more accountability for farmers, but, for the first time, it would be reciprocal, and farmers could look for some sort of justice if the rail line does not meet its obligation.
We can call it prairie frustration, but I want to ensure that products coming from the prairie provinces get to market. The same principle would apply for all regions of our country, but right now I am focused in particular on prairie farmers, because our wheat needs to get to market. We want rail line companies to work with us.
I was very happy when the Minister of Transport made the calls necessary to move additional grain. It was the Minister of Agriculture, working with the Minister of Transport, who corresponded with the rail lines to try to get more grain cars to the Prairies and out to our markets. It has improved a great deal over the last number of weeks, but there are a lot of advocacy groups and individual farmers who are still very much concerned about getting their product on the rails. It is not as though there is that much of a choice.
Winnipeg North, the area I represent, probably has the highest number of long-haul truck drivers and trucks per capita. Commodities can only go so far by long-haul trucking. We need an effective, efficient rail line, a rail line that is going to be accountable to producers and manufacturers. Whether it is a widget or a commodity, we need to be able to get them to market. We are talking about billions of dollars and millions of jobs which are affected by our transportation industry. That is why it is so critically important.
I want to also provide some comments in regard to our airline industry. Members of Parliament do a great deal of travelling. A number of us share some of the concerns that we hear from our constituents on a fairly regular basis, some of the frustrations that they face.
People can be on a flight scheduled for five o'clock and after they board the plane, the plane sits on the tarmac for what seems to be an endless amount of time. There are no requirements for the airline to serve its passengers. If passengers are left waiting on the tarmac for an extended period of time, one would like to think that some basics, such as water or food, would be available to them, but there is no guarantee of that. That is absolutely critical.
If members of Parliament were asked what kind of problems they have encountered, we would hear things such as sitting on the tarmac and lost luggage, which is fairly common. What about passengers who arrive at the airport to find that their flight has been cancelled? What about overbooking? All of these things take place and every airline has a different procedure to follow. This legislation takes a unifying approach. Every airline would be obligated to do certain things with respect to those situations I have mentioned.
Consultation does not stop there. If we pass this legislation, the regulations will follow. It is through those regulations that we will get the details as to what the consequences will be. This is something all of our constituents want to see.
I debated a bill on air passenger rights when I was in opposition. All of us are very sympathetic to this issue. We want to see this advance. It would be great to have more details, and a lot of those details will come in the form of regulations. Those regulations will be worked on proactively. The purpose of the legislation is to establish a framework that would provide good regulations. Our constituents have been calling for this for many years. They want some protection against the airlines.
That is the reason I started off by saying that this is a great piece of legislation. It is comprehensive. Those that were involved in putting it together, the average Canadian, stakeholders, members of Parliament, senators, staff within the minister's office, have come together to provide a comprehensive piece of legislation. Now we are at the final stages.
It is a good day when we see this kind of legislation move forward.