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

[Sean Fraser, Liberal, Central Nova, NS]

Mr. Speaker, it is my pleasure to rise and offer some comment on Bill C-49, an act to amend the Canada Transportation Act.

I had the pleasure of sitting through an inordinate amount of witness testimony as we went through this important bill, which really is the first step in implementing the minister's transportation 2030 strategy to make transportation more efficient in Canada.

I will start by offering a few comments on the importance of transportation to our country.

In the 21st century, we know that Canada is a trading nation. We know that in order to maximize our economic output, we depend heavily on global markets. When we are trying to maximize the economy in Canada, it does not take long to realize, with our skilled workforce and natural resources, that we have the capacity to produce more than we have the ability to consume domestically. As such, getting our goods to the world market is of extraordinary importance if we are going to succeed and thrive in a 21st century global economy. This is where Bill C-49 comes in. We recognize that to get our products to market in a timely way, we depend on the efficiency of the transportation system. We know that customers around the world are waiting anxiously for their products, and if they cannot find a reliable supplier, then they are going to go elsewhere.

The Canadian transportation system has a number of different important links along the way, and Bill C-49 addresses a few of them. Specifically, it deals with certain measures in the rail sector, air sector, and the marine sector, which has been the subject of little debate thus far, but it really does enhance efficiency of getting products to market or improve the experience of Canadian or international travel for Canadian travellers.

I will start first with the rail transportation in Bill C-49.

The importance of the rail sector in Canada cannot be overstated. Of course, before Confederation, north-south trade was of extraordinary importance, but as I mentioned at the outset of my remarks, getting products to global markets is becoming increasingly important. Of course, the rail corridor from east to west is of extraordinary importance as well.

The key part of the measures dealing with rail transport really has to do with the concept of long-haul interswitching. When I looked at the rules we had embedded in law before Bill C-49, they were not sufficient to deal with getting products from different industries and different regions to market in Canada. What we did have, and we heard this in a number of questions from members opposite, was Bill C-30, which dealt with the transportation of western Canadian grain to market.

Bill C-30 came in 2013, when there was a unique set of circumstances. We dealt with one of the worst winters in modern memory, and at the same time dealt with an unimaginable grain overproduction at the time, which really put our producers and shippers in a bind. If something were not done to get the product to market in a timely way, the economic output would have been significantly lessened. To the credit of the government at the time, it took some action to deal with that and implemented a system that simulated competition where there was none.

In Canada, it does not take long to realize that when we are dealing with rail transport, we are dealing with many captive shippers. There is essentially a duopoly in Canada with two major class I railways. However, for many shippers, there is only one option. If one is living in the northern prairie provinces, one does not always have access to competition, which can drive rates up. Therefore, measures in the previous legislation stated that within 160 kilometres of an interchange point, one would be allowed to essentially treat the monopoly holder as though it were competing, and one could create a bargaining circumstance around the table when there was none. It was not used all that frequently, but we did hear testimony from witnesses that it had made a difference at the time.

However, there is a key problem with that short-term fix, which was needed at the time. It did not consider that the Canadian economy depends on more than western Canadian grain. Bill C-30 did some good things for that industry in that region, but it did nothing for forestry or mining, and it did nothing for provinces such as Ontario and Quebec. Of course, the province I am from, Nova Scotia, does not necessarily have the same problem, with not having the class I railways present.

My point is that long-haul interswitching has come in to solve this problem because it provides opportunities for captive shippers who might not be within 160 kilometres of an interchange who might be in the industry of producing natural resources outside of grain in western Canada. This would provide an opportunity to simulate a competition around the table for so many different producers and this is a very important thing.

In addition to this significant change in the way that products can be transported on Canadian railways, we see a number of measures that were implemented in Bill C-49 to recognize that shippers sometimes have a tough time getting their products to market. We see reciprocal penalties. Previously, there was no remedy necessarily for a shipper whose service obligations were not being met by the railway. In this instance, we can imagine the brand recognition that it does and the cost of having goods waiting to get to market and having no way to transport them. Now the penalty is cut both ways and it encourages everyone to meet his or her obligations to ensure that goods get to market.

We also see a definition of adequate and suitable service. We are seeing enhanced data disclosure. We are seeing that the maximum revenue entitlement has been retained. We are seeing efficiencies embedded into the arbitration process, which creates the equivalent of a small claims process for disputes of less than $2 million. We are seeing agency authority to regulate service-level agreements going forward.

Quite a big focus of our testimony over the course of our committee study on this issue went to the rail sector. However, I do not want to ignore the other important sectors that really do make a difference in the communities that I represent as well.

When we look at marine transport, some of the nonsensical features that we had embedded into Canadian law previously included that international shippers did not have the ability to move empty containers within the Canadian ports system. This might put people who are shipping from Europe to a port in Montreal, for example, in a place where they are not able to take that container from Montreal and move it to the port of Halifax to help local exporters in the province I represent get their products to Europe. When we put it to them to say, “Is this a big Canadian industry right now? Are we going to be interfering with local jobs?”, we heard that in fact this is not being done right now. However, to protect the economic interests of Canadian workers, Bill C-49 would only allow this kind of practice to go forward on a non-revenue basis. Essentially, if I am a European shipper, for example, and I want to move my own empty containers between Canadian ports to make the transportation system for Canadian exporters more efficient, I would be able to do that under Bill C-49.

Of course, one of the key parts of Bill C-49 was the air passenger bill of rights. There are a number of substantive rights that were built into the framework, although a lot more of the details and specifics are going to be embedded in regulation that follows. One of the reasons that this has gotten a bit of uptake in the media is that so many of us, when we see those viral videos of passengers being hauled off planes, become frustrated because we have experienced the ordinary frustrations of air travel ourselves. I have personally experienced having my luggage be damaged and come off one size-16 shoe at a time on the carousel. We know what it is like to see that someone is going to be charged more to sit next to his or her infant. When people are travelling with a musical instrument, if it is not handled properly there can be severe damage and that damages some musicians' livelihoods. A number of these problems are being addressed in Bill C-49 and we are going to require that airlines make it known to the public how they can seek recourse when an airline falls below the standard expected for travellers who paid for quality service on their flight.

In addition, there is a key part of air travel that I wanted to hit on as well. We have changed the foreign ownership limits from 25% to 49%. This is going to encourage more investment by international companies in the Canadian air sector and potentially drive the cost of air travel down. We have already seen two discount airlines, when they qualified for this kind of an exemption under the previous rules, announce that they were going to be making investments in Canada to service secondary markets and offer cheaper service.

To wrap up in the little time that I have left, Bill C-49 is the foundation of the minister's strategy to enhance the efficiency of the Canadian transportation sector. It would see products move in different industries in different regions of our country to get to global markets more effectively. It would protect the rights of passengers who are travelling in the air sector. It would, important from my perspective, make shipping a more efficient part of the international transportation system. It would help exporters in places like Nova Scotia get their goods to market in a cost-effective and efficient way. This is a good bill and I hope the entire House supports it.

[Chandra Arya, Liberal, Nepean, ON]

Mr. Speaker, this bill has very important changes that have been made, for example, allowing foreign vessels to reposition the empty containers between various locations in Canada. This would make Canadian trade more attractive to global logistics companies.

As well, enabling Canadian port authorities to have access to the new Canada infrastructure bank would help critical investment that is absolutely required.

More importantly, the liberalization of international investments in air carriers from 25% to 49% is quite significant. However, I understand that the bill does not provide for any single foreign entity to monopolize the entire 49%.

I ask the hon. member to explain the restrictions that would continue on any single foreign entity from owning 49% of the Canadian air carriers.

[Sean Fraser, Liberal, Central Nova, NS]

Mr. Speaker, the hon. member touched on a few different items and, first, I will deal with the marine portion of his question.

Importantly, he touched on one piece I did not mention in my remarks. It is with respect to changes in eligibility for different kinds of financing that have been made available to Canadian ports, and specifically the Canada infrastructure bank. Right now there are hundreds of millions, I think we are deep into the trillions, of foreign capital that is currently invested in negative yield bonds.

The Canada infrastructure bank is going to open the market that will see global capital come into interest-bearing investments. They are usually for profit-generating infrastructure, such as Canadian ports. By expanding the financing eligibility to Canadian ports for the Canada infrastructure bank, we can see significant port expansion. When we are engaging in deals like CETA, or dealing with new international trade agreements around the world, we will see investments that will grow our ports and expand our ability to get our goods to market.

Also, the hon. member mentioned the foreign ownership restriction that has been moved from 25% to 49%. We are already seeing discount airlines come into Canada. This is bringing the price down and increasing service to secondary markets that are not very well served or not served by discount airlines today.

The final question that he referenced was the need to prevent one person from monopolizing that 49%, which would give them close to an individual majority control. This is an important limit on power.

We see similar kinds of limits in the rail sector with CN, for example, to prevent one foreign interest from snapping up a large enough portion that they could control the decisions of a company. This is important when dealing with competitors south of the border that might try to drive traffic from Canadian airports south of the border, as it could defeat the purpose of an efficient transportation system in Canada.

With these limits in place, I am very comfortable we will improve service for Canadians.

[John Barlow, Conservative, Foothills, AB]

Mr. Speaker, through the Fair Rail for Grain Farmers Act, the government allowed this agreement that is critical to grain farmers in western Canada. It ensures they have an opportunity to get their product to market.

The hon. member is right that this issue arose in 2013 when we had a harsh winter and a great harvest. That is why we brought in the Fair Rail for Grain Farmers Act to ensure that interswitching abilities were there and that they had the opportunity to get their product to market.

However, what concerns me and ag producers across Canada is that this government allowed that agreement or that act to sunset in August, despite much feedback from the Conservative opposition and stakeholders across Canada to try and extend that act before coming forward with Bill C-49. Right now, that option is not there for a grain farmer, should some of these issues come up again this fall now that harvest is complete.

I ask my colleague from Central Nova, if we start hearing from grain producers about issues in terms of access and the lack of grain cars, will the Liberal government and the minister of agriculture step in to address this prior to Bill C-49 being given royal assent?

[Sean Fraser, Liberal, Central Nova, NS]

Mr. Speaker, there is no question that this is an urgent issue. I met with agricultural producers and shippers who said we need to do this. Their top recommendation during the course of the study was this could be a little better, that could be a little better. All sides have different things that they would like to see improved. That is a good sign to signal that we have achieved a balance. The number one recommendation that I heard was to get it done quickly.

We have revisited Bill C-30 prior to sunset at the transportation committee and extended it initially. The status quo is that there are no rules in place. What we need to do is step on the gas with every member of this House, I hope, to signal clearly to the other house that we need to move this legislation through quickly. I anticipate that we will be voting on this issue before too long and I hope we have the support of the entire House to ensure that shippers from across Canada have remedies to get their product to market, indeed before winter sets in.

[The Deputy Speaker, Bruce Stanton]

That will finish this five-minute period for questions and comments.

Before we resume debate, it is my duty pursuant to Standing Order 38 to inform the House that the questions to be raised tonight at the time of adjournment are as follows: the hon. member for Vancouver East, Employment Insurance; the hon. member for Nanaimo—Ladysmith, Canadian Coast Guard; the hon. member for London—Fanshawe, Veterans Affairs.

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

[Bob Saroya, Conservative, Markham—Unionville, ON]

Mr. Speaker, I rise in the House today to discuss 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. Bill C-49 is an omnibus bill that creates an air passengers' bill of rights, and introduces a new regime for railways and rail shippers.

This bill would establish a new air passengers' bill of rights and liberalize the international ownership restrictions on Canadian air carriers. As well, it would allow the Minister of Transport to consider and approve applications for joint ventures between two or more air carriers providing air services.

Further, it would amend regulations governing Canada's freight rail system, and mandate the installation of locomotive voice and video recorders in locomotive cabs.

Bill C-49 would expand the Governor in Council's power to require major railway companies to provide information relating to rates, service, and performance, and amend Canada's Marine Act so that port authorities are eligible for loans through the infrastructure bank.

In total, this bill substantially amends 13 different acts and would have enormous consequences for all three modes of transport.

My first concern with Bill C-49 is that this legislation drastically weakens legislative protections for western Canadian shippers and farmers.

Instead of making travel more expensive and unattainable for many Canadians, we need to focus on proactive measures to make travel less expensive and more convenient for all travellers. Maybe we should start by repealing the carbon tax, instead of legislating reactive compensation that only a small portion of passengers will benefit from.

Further, this bill provides few specifics on the proposed air passengers' bill of rights, and is not supported in its current form by many airline passenger advocates, including Gabor Lukacs and Jeremy Cooperstock from the Consumers' Association of Canada. They oppose this bill, as they consider its measures of little value to support passengers. If advocates for an air passengers’ bill of rights do not support this, it speaks volumes to this legislation.

Port authorities and their wholly-owned subsidiaries will be able to receive loans and loan guarantees from the Canada infrastructure bank. My Conservative colleagues and I strongly oppose the creation of an infrastructure bank.

A further concern that is raised by this bill is that of staffing. The Canadian Transportation Agency and Transport Canada will require significant new staffing to handle all the additional data collection and regulatory powers this legislation introduces.

This bill would lead to drastic changes in every means of transportation. With respect to air transportation, in particular, I have a few concerns. This bill does not specify the compensation levels for passengers under the proposed bill of rights. Voting for this bill would give the Minister of Transport and the Canadian Transportation Agency a blank cheque to set monetary compensation for passengers in the future with no oversight. That is wrong.

The bill also raises a concern that the Minister of Transport will have significant new powers to approve or overrule proposed joint ventures between airlines. This will lessen the role of the independent and non-partisan Competition Bureau.

Further, the bill would allow airport authorities to charge airlines and passengers for extra security lanes. This has the potential to lead to new airport security changes on top of the air traveller security changes presently levied by the Government of Canada.

There are also going to be major changes to rail transportation and safety, which the government cannot ignore. Unfortunately, the rail portion of Bill C-49 is a major reversal of the policies introduced by former ministers of agriculture and transportation in our Conservative government in 2014.

The first issue I would like to draw attention to is interswitching, an operation performed by railway companies whereby one carrier picks up cars from a customer or shipper and hands them off to another carrier that performs the line haul or transports them the majority of the linear distance of the overall railway movement.

The new long-haul interswitching remedy created by Bill C-49 is a renamed copy of competitive line rates, which are hardly ever used. The new long-haul interswitching rate will be more difficult to use for shippers and will not serve as a useful tool in negotiations with the railroad. This will be a problem. The entire long-haul interswitching program can be waived by the Minister of Transport if the minister believes that the railroad is in financial distress. I cannot support this.

Further, the 30 kilometre interswitching rate will be set each year. It will take into consideration the railroads' infrastructure needs across the entire network. I want to highlight that this will likely increase the regulated rate paid by shippers for interswitching and discourage the practice.

For toxic inhalation hazard material, shippers will not be able to apply for the long-haul interswitching remedy. This will negatively impact hundreds of shippers.

While long-haul interswitching will extend to 1,200 kilometres or 50% of the total haul distance, the first interswitching location for many captive shippers in northern Alberta and northern B.C. would be located within the Kamloops—Vancouver corridor where interswitching is not allowed beyond 30 kilometres, therefore removing their ability to utilize this remedy to increase railway competition. We should not be stifling competition in this country. It is this sort of legislation that is making it more expensive and less attractive to do business in Canada.

It is clear that Bill C-49 would create surrounding air and rail transport, but it does not stop there. Marine transport will also be impacted if the bill is passed. My concerns here are twofold. First, the Canada Marine Act will be amended to permit port authorities and their wholly-owned subsidiaries to receive loans and loan guarantees from the Canada infrastructure bank. Second, the Coasting Trade Act will be amended to allow ships that are not registered in Canada to move empty containers between Halifax and Montreal. This is simply illogical.

It is for these reasons that I will not be able to support the legislation.

[Chandra Arya, Liberal, Nepean, ON]

Mr. Speaker, I would like to ask my hon. colleague about the important things the bill has brought forward. One is allowing foreign vessels to reposition their empty containers within Canada. This will make Canadian trade corridors very attractive to foreign logistics companies.

Second, the bill would enable the port authorities to have access to Canada's infrastructure bank, will result in very critical investments being made in port infrastructure.

Third, the bill liberalizes the ownership of Canadian air carriers by increasing the foreign ownership limits from 25% to 49%, at the same time as ensuring that no single foreign entity will have the control at 49%.

Finally, the bill would provide the much needed air passengers' bill of rights.

Why does my colleague not support these excellent measures?

[Bob Saroya, Conservative, Markham—Unionville, ON]

Mr. Speaker, there is very little to the airline passengers' bill of rights. If someone is stuck in Toronto international airport or somewhere else, what will the compensation be? Nothing clear-cut is said in the bill on what the compensation would be. The Minister of Transport and the transportation company would set it.

The point is that the infrastructure bank was created for small and medium-sized companies. It is a Liberal creation, and if the stuff is not moving, they are pushing it onto these things. There will be a huge infrastructure bill to pay to fix these railway lines and all of these things. If the $100 billion in infrastructure money is used or scooped up by the railway lines or rails, what will happen to the small and medium-sized businesses? These are the reasons we will not support the bill.

[Martin Shields, Conservative, Bow River, AB]

Mr. Speaker, my colleague referred to infrastructure and the infrastructure bank, but we also heard at committee about infrastructure for short-lines. Short-lines are a critical piece in our country, given where they exist, and hopefully the infrastructure would be supported by the infrastructure bank. However, it is not apparent in the bill.

I would like the member to further comment on what he was suggesting.

[Bob Saroya, Conservative, Markham—Unionville, ON]

Mr. Speaker, the infrastructure bank was created for small and medium-sized businesses. That money should be given to them. Furthermore, Bill C-49 is not supported by the stakeholders, neither the customers nor the railway lines. There are 50 flaws in the bill. I am strongly suggesting that we go back to look into the questions from the railway lines, the airlines, and the people who are questioning the bill. We should go back and re-evaluate the bill.

[Kevin Lamoureux, Liberal, Parliamentary Secretary to the Leader of the Government in the House of Commons]

Mr. Speaker, I am sure the member across the way would agree with me that in virtually all regions people who fly have expressed great concerns about some of the discomfort and problems they have faced with the airlines. Now we have a piece of legislation that would enable us to address many of the problems our constituents are raising with us. How does the member across the way reconcile his opposition to this bill with the fact that many of the constituents we represent would like to see this air passengers' bill pass so that we at least have a process in place to protect them?

[Bob Saroya, Conservative, Markham—Unionville, ON]

Mr. Speaker, my hon. friend makes it look so good, but my question once again is what is the compensation? We are looking for crystal clear stuff. This all depends on the minister or his staff, or the airlines. We are doing this now. Why would we want to go back again tomorrow? Let us finish the job once and for all and make it crystal clear what is in the bill, instead of the dance here, the dance there.

[Kevin Lamoureux, Liberal, Parliamentary Secretary to the Leader of the Government in the House of Commons]

Mr. Speaker, it is a pleasure to rise to speak to a couple of aspects of Bill C-49. I have had the opportunity to express a number of thoughts, a few of which I will go over, but I want to look at a very important issue. Even though the legislation deals with transportation in general, I want to focus my opening remarks on something that I think is really important.

It was not that long ago when we talked about the important role that standing committees play in Parliament. The Standing Committee on Transport, Infrastructure and Communities did a great job of listening to the different stakeholders that made representations with respect to this legislation. Ultimately, through those hearings, I understand the committee reported to the House early in order for the bill to pass clause by clause. The encouraging thing to recognize is that this is yet another piece of legislation that went through the process with a number of amendments. We often hear about government amendments on a bill that passes, but in my years in opposition in the House, it was very rare. I could not recall one occasion where opposition amendments were accepted and ultimately passed. I was quite pleased that out of nine amendments, there may have been six from the opposition, though I do not want to be quoted on that. That demonstrates a great deal of goodwill on the part of the government, and in particular the minister.

The minister has done an incredible job in bringing forward legislation that deals with tangible issues, and I want to focus on two of them specifically. One deals with the situation that many farmers have found themselves in over the years. When I was in opposition, I recall hearing from farmers first-hand about the piles and piles of wheat being stored outside because their containers were full. They could not get the rail service they required in order to get that commodity to port. I understand that there were empty ships outside of ports that wanted to transport that commodity, but unfortunately the disconnect was through the railways.

The member for Wascana at the time, along with myself and many others, was exceptionally frustrated. We felt that the farmers were not being listened to by the government of the day. We did not know why there was not more action, and why the producers, the ones putting so much of their sweat equity, finances, and resources into producing the world's best commodities, were not able to get their commodities to port in a more timely fashion. When I was briefed on this legislation, it was one of the issues that stood out. It is important to have mechanisms that enable service agreements to be arbitrated in a fairer fashion, so that there is a better quality of service for the producers.

As an MP from the Prairies, I am quite pleased that we as a government are able to do something that the former government, which claimed to have a significant representation in the Prairies, was unable to do. It speaks volumes about the sense of commitment that the Prime Minister in particular has, and that the government as a whole has in building rural communities. This is one of the ways that I think it is fairly well received. This legislation covers a number of areas, but that one really came to mind for me.

The other area is airlines and the idea of having an airline passenger bill of rights in place. This legislation contains a mechanism that would enable that bill of rights to happen. I see that as a strong and encouraging aspect of the legislation.

Most MPs do a considerable amount of flying, some more than others, depending on their proximity to Ottawa. I do not know how many stories I have heard over the years in regard to issues that have arisen between airlines and passengers. Passengers are quite upset because of the lack of recourse. Airlines have some restrictions in place that often lead to complications. Things are beyond one's control when it comes to nature. However, in many cases, airlines need to be held more accountable. That is why it is encouraging to see within this legislation things that will protect the interests of consumers and ultimately producers.

My colleague raised the issue of the Canada infrastructure bank and the opportunities there for our ports and others. He also talked about how this legislation would enable future investments. These things are critically important.

If we take the time to do this right and we invest in things such as infrastructure, or offer opportunities for investment in infrastructure through things such as the Canada infrastructure bank, then we will be creating all sorts of opportunities. We can talk about those opportunities in terms of the jobs directly affiliated with the construction of a particular project; they are tangible and easily seen. However, the jobs that can be created as an indirect result are equal to or quite often greater than that, especially if we are talking about issues surrounding our ports.

There is a huge demand for modernizing and improving our ports, and it would be at a substantial cost. We are talking about hundreds of millions of dollars. Bringing in legislation that could potentially enhance that development opportunity, the flow of goods both into and out of our country, is a positive thing. That would assist us in creating good, solid middle-class jobs that are necessary to drive our economy.

I am pleased with the policies that this government has put in place over the last couple of years, and their impact on Canada, on our middle class and those aspiring to be a part of it, and on those who are finding it more challenging. At the end of the day, literally hundreds of thousands of jobs are being created. We are seeing many benefits in terms of full-time jobs that are being created.

Bill C-49 would do many things, and I could list some of them, but I will not have time because I know the Speaker wants me to sit down. The point is that the bill caters to our airlines, our ports, and our railways, and members opposite would be best advised to get behind this solid legislation.

[The Deputy Speaker, Bruce Stanton]

I would never want the hon. parliamentary secretary to sit down, but at the end of his time perhaps we will signal for that purpose.