Budget Implementation Act, 2019, No. 1

An Act to implement certain provisions of the budget tabled in Parliament on March 19, 2019 and other measures

This bill was last introduced in the 42nd Parliament, 1st Session, which ended in September 2019.

Sponsor

Bill Morneau  Liberal

Status

This bill has received Royal Assent and is now law.

Summary

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

Part 1 implements certain income tax and related measures by
(a) providing a temporary enhanced first-year capital cost allowance rate of 100% in respect of eligible zero-emission vehicles;
(b) removing the requirement that property be of “national importance” in order to qualify for the enhanced tax incentives for donations of cultural property;
(c) providing a temporary enhanced first-year capital cost allowance rate in respect of a wide range of depreciable capital properties, including a temporary first-year capital cost allowance rate of 100% in respect of
(i) machinery and equipment used for the manufacturing or processing of goods, and
(ii) specified clean energy equipment;
(d) ensuring that social assistance payments under certain programs are non-taxable, are not included in income for the purposes of determining entitlement to income-tested benefits and credits and do not preclude an individual from being considered a “parent” for the purposes of the Canada Workers Benefit;
(e) repealing the use of taxable income as a factor in determining a Canadian-controlled private corporation’s annual expenditure limit for the purpose of the enhanced scientific research and experimental development tax credit;
(f) providing support for Canadian journalism;
(g) introducing the Canada Training Credit;
(h) amending the Income Tax Act to reflect the current regulations for accessing cannabis for medical purposes;
(i) eliminating the requirement that sales be to a farming or fishing cooperative corporation in order to be excluded from specified corporate income for the purposes of the small business deduction;
(j) extending the mineral exploration tax credit for an additional five years;
(k) ensuring that business income of a communal organization retains its character when it is allocated to members of the communal organization for tax purposes;
(l) increasing the withdrawal limit under the Home Buyers’ Plan and amending how it applies on the breakdown of a marriage or common-law partnership;
(m) extending joint and several liability for tax owing on income from carrying on business in a TFSA to the TFSA’s holder and limiting the TFSA issuer’s liability for such tax;
(n) supporting employees who must reimburse a salary overpayment to their employer due to a system, administrative or clerical error;
(o) expanding tax support for electric vehicle charging stations and electrical energy storage equipment;
(p) allowing joint projects of producers from Canada and Belgium to qualify for the Canadian film or video production tax credit; and
(q) ensuring appropriate pension adjustment calculations in 2019 and subsequent tax years for registered pension plans that reference the enhanced Canada Pension Plan.
Part 2 implements certain goods and services tax/harmonized sales tax (GST/HST) measures proposed in the March 19, 2019 budget
(a) to provide GST/HST relief in the health care sector by relieving the GST/HST on supplies and importations of human ova and importations of in vitro embryos, by adding licenced podiatrists and chiropodists to the list of practitioners on whose order supplies of foot care devices are zero-rated and by exempting from the GST/HST certain health care services rendered by a multidisciplinary team of licenced health care professionals; and
(b) by introducing amendments to ensure that the GST/HST treatment of expenses incurred in respect of zero-emission passenger vehicles parallels the income tax treatment of those vehicles.
Part 3 implements certain excise measures proposed in the March 19, 2019 budget by changing the federal excise duty rates on cannabis products that are edible cannabis, cannabis extracts (including cannabis oils) and cannabis topicals to $0.‍0025 per milligram of total tetrahydrocannabinol contained in the cannabis product.
Part 4 enacts and amends several Acts in order to implement various measures.
Subdivision A of Division 1 of Part 4 amends the Bank Act to, among other things, provide members of federal credit unions with different methods of voting prior to meetings and provide additional exceptions to the requirement that a proxy circular be sent in order to solicit proxies. The Subdivision also makes a technical amendment to An Act to amend certain Acts in relation to financial institutions.
Subdivision B of Division 1 of Part 4 amends the Canadian Payments Act to allow the term of the elected directors of the Board of Directors of the Canadian Payments Association to be renewed twice, to extend the term of the Chairperson and Deputy Chairperson of that Board and to allow the remuneration of certain members of the Stakeholder Advisory Council.
Subdivision A of Division 2 of Part 4 amends the Canada Business Corporations Act to require a corporation, on request by an investigative body that has reasonable grounds to suspect that certain offences have been committed, to provide to the investigative body a copy of its register of individuals with significant control or information in that registry that is specified by the investigative body. It also requires those investigative bodies to keep certain records in relation to their requests and to report annually in respect of those requests.
Subdivision B of Division 2 of Part 4 amends the Criminal Code to add the element of recklessness to the offence of laundering proceeds of crime.
Subdivision C of Division 2 of Part 4 amends the Proceeds of Crime (Money Laundering) and Terrorist Financing Act to, among other things,
(a) allow the Governor in Council to make regulations defining “virtual currency” and “dealing in virtual currencies”;
(b) require the Financial Transactions and Reports Analysis Centre of Canada (“the Centre”) to disclose information to the Agence du Revenu du Québec and the Competition Bureau in certain circumstances;
(c) allow the Centre to disclose additional designated information that is associated with the import and export of currency and monetary instruments;
(d) provide that certain information must not be the subject of a confidentiality order made in the course of an appeal to the Federal Court; and
(e) require the Centre to make public certain information if a person or entity is deemed to have committed a violation or is served a notice of a decision of the Director indicating that a person or entity has committed a violation.
Subdivision D of Division 2 of Part 4 amends the Seized Property Management Act to authorize the Minister to, among other things,
(a) provide consultative and other services to any person employed in the federal public administration or by a provincial or municipal authority in relation to the seizure, restraint, custody, management, forfeiture or disposal of certain property;
(b) manage property seized, restrained or forfeited under any Act of Parliament or of the legislature of a province; and
(c) dispose of property when it is forfeited to Her Majesty in right of Canada and, with the consent of the government of the province, when it is forfeited to Her Majesty in right of a province, and share the proceeds.
The Subdivision also makes consequential amendments to the Criminal Code, the Crimes Against Humanity and War Crimes Act and the Proceeds of Crime (Money Laundering) and Terrorist Financing Act.
Division 3 of Part 4 amends the Employment Equity Act to require federally regulated private-sector employers to report salary information that supports employment equity reporting beyond salary ranges, including making wage gap information by occupational groups more evident.
Division 4 of Part 4 authorizes payments to be made out of the Consolidated Revenue Fund for climate action support and in relation to infrastructure as well as to the Federation of Canadian Municipalities and to the Shock Trauma Air Rescue Service.
Division 5 of Part 4 amends the Bankruptcy and Insolvency Act to, among other things,
(a) require all parties in a proceeding under the Act to act in good faith; and
(b) allow the court to inquire into certain payments made to, among other persons, directors or officers of a corporation in the year preceding insolvency and imposes liability on the directors for those payments.
The Division amends the Companies’ Creditors Arrangement Act to, among other things,
(a) limit the relief provided in an order made under section 11 to what is reasonably necessary and limit the period staying all proceedings that might be taken in respect of the company to 10 days;
(b) allow the court to make an order to disclose an economic interest in respect of a debtor company; and
(c) require all parties in a proceeding under the Act to act in good faith.
The Division also amends the Canada Business Corporations Act to, among other things,
(a) set out factors that directors and officers of a corporation may consider when acting with a view to the best interests of that corporation; and
(b) require directors of certain corporations to disclose certain information to shareholders respecting diversity, well-being and remuneration.
Finally, the Division amends the Pension Benefits Standards Act, 1985 to clarify that a pension plan is not to provide that, among other things, a member’s pension benefit or entitlement to a pension benefit is affected when a plan terminates. It also authorizes a pension plan administrator to purchase an immediate or deferred life annuity for former members or survivors in order to satisfy an obligation under the plan to provide a pension benefit arising from a defined benefit provision.
Division 6 of Part 4 amends the Canada Pension Plan to authorize the Minister of Employment and Social Development to waive the requirement for an application for a retirement pension in certain cases.
Division 7 of Part 4 amends the Old Age Security Act to provide, starting in July 2020, a new income exemption for the purposes of calculating the Guaranteed Income Supplement. The new exemption excludes the first $5,000 of a person’s employment and self-employment income as well as 50% of their employment and self-employment income greater than $5,000 but not exceeding $15,000.
Division 8 of Part 4 amends the Canadian Forces Superannuation Act, the Public Service Superannuation Act and the Royal Canadian Mounted Police Superannuation Act to increase the surplus limit that applies to the Canadian Forces Pension Fund, the Public Service Pension Fund and the Royal Canadian Mounted Police Pension Fund, respectively, to 25% of the amount of liabilities.
Subdivision A of Division 9 of Part 4 amends the Bankruptcy and Insolvency Act to permit trustee licensing fees to be paid on a date to be prescribed by regulation and to permit trustees to maintain electronic records instead of retaining original documents.
Subdivision B of Division 9 of Part 4 amends the Electricity and Gas Inspection Act to allow for the addition, by regulation, of units of measurement for electricity and gas sales and distribution.
Subdivision C of Division 9 of Part 4 amends the Food and Drugs Act to improve safety and enable innovation by introducing measures to, among other things,
(a) allow the Minister of Health to classify certain products exclusively as foods, drugs, cosmetics or devices;
(b) provide oversight over the conduct of clinical trials for drugs, devices and certain foods for special dietary purposes;
(c) provide a regulatory framework for advanced therapeutic products; and
(d) modernize inspection powers.
Subdivision D of Division 9 of Part 4 amends the Importation of Intoxicating Liquors Act to limit the application of the Act to intoxicating liquors imported into Canada.
Subdivision E of Division 9 of Part 4 amends the Precious Metals Marking Act to provide that exemptions made by regulation can be either conditional or unconditional.
Subdivision F of Division 9 of Part 4 amends the Textile Labelling Act to provide that exemptions made by regulation can be either conditional or unconditional.
Subdivision G of Division 9 of Part 4 amends the Weights and Measures Act to authorize, by regulation, the use of new units of measurement and to update the definitions of the basic units of measurement in accordance with international standards.
Subdivision H of Division 9 of Part 4 amends the Hazardous Materials Information Review Act to streamline the process for reviewing claims for exemption, to allow for the suspension and cancellation of exemptions and to harmonize the provisions of the Act that allow for the disclosure of confidential business information with similar provisions in other Department of Health Acts.
Subdivision I of Division 9 of Part 4 amends the Canada Transportation Act to authorize the electronic administration and enforcement of Acts under the Minister of Transport’s authority and to promote innovation in transportation by authorizing the granting of exemptions for the purpose of research, development and testing.
Subdivision J of Division 9 of Part 4 amends the Pest Control Products Act to, among other things, allow the Minister of Health to
(a) expand the scope of a re-evaluation of, or a special review in relation to, a pest control product rather than initiating a new special review; and
(b) decide not to initiate a special review if the aspect of a pest control product that would otherwise prompt such a review is being, or has been, addressed in a re-evaluation or another special review.
Subdivision K of Division 9 of Part 4 repeals the provisions of the Quarantine Act that relate to the laying of proposed regulations before Parliament.
Subdivision L of Division 9 of Part 4 repeals the provisions of the Human Pathogens and Toxins Act that relate to the laying of proposed regulations before Parliament.
Division 10 of Part 4 amends the Royal Canadian Mounted Police Act to establish the Management Advisory Board, which is to provide advice to the Commissioner of the Royal Canadian Mounted Police on the administration and management of that police force.
Division 11 of Part 4 amends the Pilotage Act to, among other things,
(a) set out a clear purpose and principles for that Act;
(b) transfer the responsibility for making regulations from the Pilotage Authorities, with the approval of the Governor in Council, to the Governor in Council, on the recommendation of the Minister of Transport;
(c) transfer responsibility for enforcing that Act and issuing and charging for licences and certificates from the Pilotage Authorities to the Minister of Transport;
(d) set out an enforcement regime that is consistent with other Department of Transport Acts;
(e) provide that regulatory matters for the safe provision of compulsory pilotage services not be addressed in service contracts between the Pilotage Authorities and pilot corporations;
(f) allow the Pilotage Authorities to impose charges other than by making regulations;
(g) require that service contracts between pilot corporations and the Pilotage Authorities be publicly available; and
(h) prohibit pilots, or users or suppliers of pilotage services, from sitting on the board of directors of a Pilotage Authority.
The Division also makes consequential amendments to the Arctic Waters Pollution Prevention Act and the Transportation Appeal Tribunal of Canada Act.
Division 12 of Part 4 enacts the Security Screening Services Commercialization Act. That Act, among other things,
(a) authorizes the Governor in Council to designate a body corporate incorporated under the Canada Not-for-profit Corporations Act as the designated screening authority, which is to be solely responsible for providing aviation security screening services;
(b) authorizes the Canadian Air Transport Security Authority to sell or otherwise dispose of its assets and liabilities to the designated screening authority;
(c) regulates the establishment, imposition and collection of charges related to the provision of aviation security screening services; and
(d) provides for the dissolution of the Canadian Air Transport Security Authority.
The Division also makes consequential amendments to other Acts.
Division 13 of Part 4 amends the Aviation Industry Indemnity Act to authorize the Minister of Transport to undertake to indemnify
(a) NAV CANADA for acts or omissions it commits in accordance with an instruction given under an agreement entered into between NAV CANADA and Her Majesty respecting the provision of air navigation services to the Department of National Defence; and
(b) any beneficiary under an insurance policy held by an aviation industry participant.
Division 14 of Part 4 amends the Transportation Appeal Tribunal of Canada Act to clarify that the Transportation Appeal Tribunal of Canada has jurisdiction in respect of reviews and appeals in connection with administrative monetary penalties provided for under the Marine Liability Act.
Division 15 of Part 4 enacts the College of Immigration and Citizenship Consultants Act. That Act creates a new self-regulatory regime governing immigration and citizenship consultants. It provides that the purpose of the College of Immigration and Citizenship Consultants is to regulate immigration and citizenship consultants in the public interest and protect the public. That Act, among other things,
(a) creates a licensing regime for immigration and citizenship consultants and requires that licensees comply with a code of professional conduct, initially established by the responsible Minister;
(b) authorizes the College’s Complaints Committee to conduct investigations into a licensee’s conduct and activities;
(c) authorizes the College’s Discipline Committee to take or require action if it determines that a licensee has committed professional misconduct or was incompetent;
(d) prohibits persons who are not licensees from using certain titles and representing themselves to be licensees and provides that the College may seek an injunction for the contravention of those prohibitions;
(e) provides the responsible Minister with the authority to determine the number of directors on the board of directors and to require the Board to do anything that is advisable to carry out the purposes of that Act; and
(f) contains transitional provisions allowing the existing regulator — the Immigration Consultants of Canada Regulatory Council — to be continued as the College of Immigration and Citizenship Consultants or, if the existing regulator is not continued, allowing the establishment of the College of Immigration and Citizenship Consultants, a new corporation without share capital.
The Division also makes related amendments to the Citizenship Act and the Immigration and Refugee Protection Act to double the existing maximum fines applicable to the offence of contravening section 21.‍1 of the Citizenship Act or section 91 of the Immigration and Refugee Protection Act.
In addition, it amends those Acts to provide the authority to make regulations establishing a system of administrative penalties and consequences, including of administrative monetary penalties, applicable to certain violations by persons who provide representation or advice for consideration — or offer to do so — in immigration or citizenship matters.
Finally, the Division makes consequential amendments to the Access to Information Act and the Privacy Act.
Division 16 of Part 4 amends the Immigration and Refugee Protection Act to
(a) introduce a new ground of ineligibility for refugee protection if a claimant has previously made a claim for refugee protection in another country;
(b) provide that if the Federal Court refuses a person’s application for leave to commence an application for judicial review, or denies their application for judicial review, with respect to their claim for refugee protection or their application for protection, the date of that refusal or denial is the first day of the period that must pass before a request or application referred to in section 24, 25 or 112 of that Act may be made; and
(c) authorize the Governor in Council to make an order regarding the processing of applications for temporary resident visas, work permits and study permits made by citizens or nationals of a foreign state or territory if the Governor in Council is of the opinion that the government or competent authority of that state or territory is unreasonably refusing to issue or unreasonably delaying the issuance of travel documents to citizens or nationals of that state or territory who are in Canada.
Division 17 of Part 4 amends the Federal Courts Act to increase the number of Federal Court judges.
Division 18 of Part 4 amends the National Housing Act to allow the Canada Mortgage and Housing Corporation to acquire an interest or right in a housing project that is occupied or intended to be occupied by the owner of the project and to make an investment in order to acquire such an interest or right.
Division 19 of Part 4 enacts the National Housing Strategy Act. That Act provides for, among other things, the development and maintenance of a national housing strategy and imposes requirements related to the mandatory content of the strategy. It also establishes a National Housing Council and requires the appointment of a Federal Housing Advocate. Finally, it requires the submission of an annual report by the Advocate on systemic housing issues and the submission of periodic reports by the designated Minister on the implementation of the strategy and the achievement of desired housing outcomes.
Division 20 of Part 4 enacts the Poverty Reduction Act, which provides for an official metric and other metrics to measure the level of poverty in Canada, sets out two poverty reduction targets in Canada and establishes the National Advisory Council on Poverty.
Division 21 of Part 4 amends the Veterans Well-being Act to expand the eligibility criteria for the education and training benefit in order to make members of the Supplementary Reserve eligible for that benefit.
Division 22 of Part 4 amends the Canada Student Loans Act and the Canada Student Financial Assistance Act to extend the interest-free period on student loans by six months and to provide for transitional measures in respect of individuals to whom student loans were made and who ceased to be students at any time during the six months before the amendments come into force.
Division 23 of Part 4 amends the Canada National Parks Act to establish Thaidene Nene National Park Reserve of Canada and to decrease the hectarage of certain ski areas.
Division 24 of Part 4 amends the Parks Canada Agency Act to provide that, starting on April 1, 2021, any balance of money appropriated to the Parks Canada Agency that is not spent by the Agency in the fiscal year in which it was appropriated lapses at the end of that fiscal year.
Subdivision A of Division 25 of Part 4 enacts the Department of Indigenous Services Act, which establishes the Department of Indigenous Services and confers on the Minister of Indigenous Services various responsibilities relating to the provision of services to Indigenous individuals eligible to receive those services.
Subdivision B of Division 25 of Part 4 enacts the Department of Crown-Indigenous Relations and Northern Affairs Act, which establishes the Department of Crown-Indigenous Relations and Northern Affairs, confers on the Minister of Crown-Indigenous Relations various responsibilities relating to relations with Indigenous peoples and confers on the Minister of Northern Affairs various responsibilities relating to the administration of Northern affairs.
Subdivision C of Division 25 of Part 4 makes amendments to other Acts and repeals the Department of Indian Affairs and Northern Development Act.
Subdivision D of Division 25 of Part 4 makes amendments to the First Nations Land Management Act, the First Nations Oil and Gas and Moneys Management Act and the Addition of Lands to Reserves and Reserve Creation Act.
Division 26 of Part 4 enacts the Federal Prompt Payment for Construction Work Act in order to establish a regime to provide prompt payments to contractors and subcontractors for construction work performed for the purposes of a construction project in respect of federal real property or federal immovables and a regime to resolve disputes over the non-payment of that construction work.

Elsewhere

All sorts of information on this bill is available at LEGISinfo, an excellent resource from the Library of Parliament. You can also read the full text of the bill.

Votes

June 6, 2019 Passed 3rd reading and adoption of Bill C-97, An Act to implement certain provisions of the budget tabled in Parliament on March 19, 2019 and other measures
June 6, 2019 Failed 3rd reading and adoption of Bill C-97, An Act to implement certain provisions of the budget tabled in Parliament on March 19, 2019 and other measures (reasoned amendment)
June 5, 2019 Passed Concurrence at report stage of Bill C-97, An Act to implement certain provisions of the budget tabled in Parliament on March 19, 2019 and other measures
June 5, 2019 Failed Bill C-97, An Act to implement certain provisions of the budget tabled in Parliament on March 19, 2019 and other measures (report stage amendment)
June 5, 2019 Passed Bill C-97, An Act to implement certain provisions of the budget tabled in Parliament on March 19, 2019 and other measures (report stage amendment)
June 5, 2019 Failed Bill C-97, An Act to implement certain provisions of the budget tabled in Parliament on March 19, 2019 and other measures (report stage amendment)
June 5, 2019 Failed Bill C-97, An Act to implement certain provisions of the budget tabled in Parliament on March 19, 2019 and other measures (report stage amendment)
June 5, 2019 Failed Bill C-97, An Act to implement certain provisions of the budget tabled in Parliament on March 19, 2019 and other measures (report stage amendment)
June 5, 2019 Failed Bill C-97, An Act to implement certain provisions of the budget tabled in Parliament on March 19, 2019 and other measures (report stage amendment)
June 5, 2019 Failed Bill C-97, An Act to implement certain provisions of the budget tabled in Parliament on March 19, 2019 and other measures (report stage amendment)
June 4, 2019 Passed Time allocation for Bill C-97, An Act to implement certain provisions of the budget tabled in Parliament on March 19, 2019 and other measures
April 30, 2019 Passed 2nd reading of Bill C-97, An Act to implement certain provisions of the budget tabled in Parliament on March 19, 2019 and other measures
April 30, 2019 Failed 2nd reading of Bill C-97, An Act to implement certain provisions of the budget tabled in Parliament on March 19, 2019 and other measures (reasoned amendment)
April 30, 2019 Passed Time allocation for Bill C-97, An Act to implement certain provisions of the budget tabled in Parliament on March 19, 2019 and other measures

May 7th, 2019 / 12:50 p.m.
See context

Director General, Air Policy, Department of Transport

Sara Wiebe

When we were preparing to consult with industry, we looked at the different models around the world, as I mentioned. We looked at, for example, the transportation security agency in the United States. They have a model whereby they have the regulatory instrument and the operations in the same organization.

We didn't think that was something that works for Canada. I think we talked a little bit earlier about the Nav Canada experience. We felt it would be better for us to have the regulator separate from the operations.

We also took a look at different experiences in the United Kingdom and in Australia, for example. I'm just going to look at Dave to make sure I'm saying this correctly.

In the United Kingdom, the airports run the operations of the security screening and it's the airport that then gathers the fees and includes it in their other fees they collect, such as landing fees.

We also looked at the models that Australia has, where the airports run it, but the government collects the fees.

We were aware of the different experiences around the world and looked at how we could apply them to the Canadian experience. You've heard us say repeatedly that Canada is unique. Canada is such a large country with different regions. We have a very dense population along the U.S. border and a very sparse population in the north and some other regions. We have airports across the country. If you look at a model whereby the airports would run it, our concern was that this could create an inconsistency in terms of how all of these different airports in Canada would run airport security screenings.

Taking a look at the different experiences, we came back and again looked at the experience that we had with Nav Canada. We came back to the recommendation currently in Bill C-97, which is that we take the recipe created by the creation Nav Canada.

May 7th, 2019 / 12:50 p.m.
See context

Kim Moody Director, Canadian Tax Advisory, Moodys Gartner Tax Law

Thank you, Mr. Chair.

Good afternoon, committee members. Thank you for the opportunity to appear before this committee. My name is Kim Moody. I'm a chartered professional accountant and director of Canadian tax advisory services at Moodys Gartner Tax Law in Calgary. I have a very long history of serving the Canadian tax profession, with a variety of leadership positions.

Bill C-97, as you know, is a 367-page bill that contains measures that are both tax and non-tax in subject matter. Accordingly, my brief comments will be restricted to my practice area, which is tax, and specifically to the tax content or lack thereof of Bill C-97 as it relates to the March 19 budget.

From a tax perspective, there was some content in the budget that was good, like the changes to the specified corporate income rules; amendments to the change of use rules in section 45 of the Income Tax Act; and positive changes to the registered disability savings plans, although much more work needs to be done in this area especially as it relates to the use of trust for people with disabilities.

However, I believe that the budget and Bill C-97 are noteworthy for two broad reasons: one, what the budget and Bill C-97 do not contain, and two, the journalism tax incentives. Accordingly, I'll restrict my comments to those.

What do the budget and Bill C-97 not contain? The first thing is targeted and broad measures to deal with competitive concerns. While some have argued vigorously that the accelerated tax depreciation numbers for M and P equipment and certain green equipment and accelerated first year depreciation claims introduced in the fall economic update have solved or gone a long way to competing with our U.S. friends who are benefiting from a massive package of tax reforms, I would argue strongly that is not the case.

I live and see it every day with Canadian private businesses scrambling to remain competitive. Many are expanding their businesses into the U.S. and bringing capital with them. After 11 months of the government saying it is not going to respond in a knee-jerk fashion to U.S. tax reform, the fall economic statement measures, which introduced accelerated depreciation measures, were disappointing.

As Jack Mintz and Philip Bazel wrote in the Canadian Tax Journal last month:

Overall, a much deeper corporate and personal tax reform was needed to deal with the many competitiveness issues raised by the US tax reform for Canada. Accelerated depreciation focused only on a narrow set of issues, and not necessarily the right ones.

I agree. Many were waiting for additional measures in the March 19 budget, only to be disappointed again. There was nothing. To be clear, the package of tax reform measures released by the U.S. is historical in its breadth and in its impact to U.S. businesses. By any measure, including my anecdotal experience with my firm's clients, it is significantly impacting in a negative way Canadian businesses' ability to remain competitive.

Corporate and personal tax rate reductions should have been at the top of the list of considerations for competitiveness responses.

The second highlight-reel omission from the budget and Bill C-97 was the fact that there was no announcement with respect to the government taking the large initiative to undergo comprehensive tax review and reform.

As you know and I'm sure you've heard many times, numerous credible bodies like CPA Canada, the Canadian Chamber of Commerce and others have been requesting for a long period of time a fresh and comprehensive look at how Canada raises necessary revenues to provide good government. I agree. The last time Canada had a comprehensive review of its tax systems was the Royal Commission on Taxation, which released its landmark six volume report with recommendations in 1966 after approximately four years of studies.

I'm sure some of you were not even born when that commission released its report. I certainly wasn't. Such recommendations were studied and debated for a lengthy period following its release, and it ultimately was the impetus for many of the foundational changes introduced in 1972 tax reform.

While limited form studies—and an embarrassing attempt at reform that arose from the July 18, 2017, private corporation tax proposals—have been completed since 1972, nothing comprehensive has been undertaken since the royal commission. Accordingly, since 1972, our Income Tax Act has become a patchwork quilt of changes. However, a patchwork quilt can quickly become busy and complex, and there is no doubt that our current income tax statute is just that: overly complex and busy. It's time for a fresh quilt.

To those who say to be careful what we wish for or, worse yet, Canada is not ready for comprehensive tax review or reform, I say this: Canadians are a lot smarter and well-intentioned than you are giving them credit for. The average Canadian simply wants a tax system that works for all. It's time that this important initiative be undertaken and it was extremely disappointing that the budget did not address this.

Number two is the journalism tax incentives. As you know—and I won't repeat the budget measures because you all know them—these measures are horrible and a threat to our country's free press, given the likelihood that some of our country's media will likely be incentivized to receive these tax goodies and perhaps cater to big so-called donors.

As respected journalist Andrew Coyne stated in his March 20, 2019, article in the Financial Post about these measures, “There are any number of objections to the government getting into the game of propping up failing news organizations: that taking money from the people we cover will place us in a permanent and inescapable conflict of interest”, and he goes on to criticize. I very much agree.

Can you not see how dangerous this is and how littered with problems these so-called incentives are, as are having a so-called independent panel to pick winners and losers and using an overly complex tax system to administer these indoctrination instruments? Our charitable sector already has significant tax issues, as we heard from the first panel this morning, and is long overdue for a thorough review and rethink. These incentives will add a new class of charity that will no doubt compound these problems.

While I acknowledge that our country's journalism industry is certainly struggling and that Canadians need to have unbiased and truthful news articles provided to them, perhaps a thorough review of what other countries around the world are doing to try to protect, support and preserve this crucial industry should be done before these poorly thought-out proposals are implemented. It seems to me that the crucial aspect that has harmed our country's journalism industry tremendously is the fact that Internet giants such as Google and Facebook have sucked away tremendous advertising dollars from our country's newspapers without producing original content.

Is it time to target these companies like France has? France has recently proposed a 3% tax on the French revenues of Internet giants. When the proposals were released, the French finance minister stated that the estimated tax will raise about 500 million euros, but that should increase quickly. He also said the tax will not affect companies that are directly selling their own products online. It will mostly affect companies that use consumers' data to sell online advertising.

The French finance minister stated, “This is about justice. These digital giants use our personal data, make huge profits out of these data...then transfer the money somewhere else without paying their fair amount of taxes.” It's hard to disagree that there is a problem with Internet giants using personal data to then deploy online advertising. Beyond the obvious privacy concerns, such methods greatly harm our Canadian journalists.

Will a tax like that introduced by France solve the problems facing our country's journalism industry? Likely not. A Wall Street Journal article from last weekend highlights how dire the situation of the newspaper industry is in the United States. It seems to me that the Canadian industry is in similar dire straits. Accordingly, a targeted response that deals with the root causes of the industry issues is a better response.

With respect to the current journalism tax incentives in Bill C-97, these so-called incentives should have no place in our democracy.

Thank you for your time. I'd be happy to answer any questions.

May 7th, 2019 / 12:40 p.m.
See context

Carole Saab Executive Director, Policy and Public Affairs, Federation of Canadian Municipalities

Thank you very much, Mr. Chair.

Thank you, all.

We are pleased to have this opportunity to explore budget 2019, especially the tools that it provides to municipal governments to help them build a better life for families and workers in Canada.

I'm Carole Saab. I'm the head of policy and public affairs for the Federation of Canadian Municipalities. I am joined today by my colleague, Chris Boivin, who is the managing director of FCM's green municipal fund.

FCM's 2,000 municipal members represent more than 90% of all Canadians. These are the governments that are closest to people's everyday needs and challenges. When the federal government works with them directly, municipalities deliver cost-effective solutions that work. That's why successive governments have taken steps that empower municipalities to do more for Canadians, steps like allocation-based public transit funding. That's already empowering cities to lead major system expansions.

Even so, budget 2019 stands out as a turning point. The budget takes our federal-municipal partnership and fundamentally elevates it to build better lives.

This budget strengthens our federal-municipal partnership because it's the surest way to improve the living conditions of our fellow Canadians.

For instance, there is this budget's unprecedented investment in rural broadband infrastructure. This implements the urgent, front-line advice of FCM and our rural members.

I'll note that Bill C-97 enacts legislation for the national housing strategy, a generational priority for our communities.

This budget also builds on the gas tax fund, or GTF, transfer. FCM worked with successive governments to launch the GTF, then make it permanent and ultimately index it with a 2% escalator. It's our most reliable infrastructure funding tool. Municipalities can turn every dollar into real outcomes, such as better roads, bridges and public transit; better water, waste and energy systems, and better places to live, work and raise our families.

In Ontario's Clearview township, GTF funds powered a new affordable transit service linking residents to grocery stores, parks, retirement homes, schools and clinics.

In Granisle, B.C., a new biomass boiler is reducing emissions and saving money by heating the village office, arena, elementary school, curling rink, fire hall, public works office and tourist information centre.

The City of Terrebonne, Quebec, is building a modern and safe pedestrian and cycling trail next to a busy street, thanks to predictable long-term gas tax funding.

The gas tax fund is proof that when you put tools directly in local hands, we build better lives for Canadians.

The GTF's one Achilles heel is its scale. Every year it leaves key projects unfunded. Budget 2019 recognizes this by doubling this year's GTF transfer to move more local projects forward. In short, this budget doubles down on working directly with municipalities to achieve national economic and quality-of-life objectives. There are no delays or roadblocks. This is direct fuel for projects that build better lives for Canadians.

This same principle, which underlies the objective of providing tools directly to Canadians, is at the heart of a second element of budget 2019. Over the past two decades, the Federation of Canadian Municipalities' Green Municipal Fund, or GMF, has funded 1,250 local sustainable development projects. These projects have eliminated 2.5 million tons of greenhouse gas emissions and have enabled the citizens of our country to enjoy a safer and more affordable life.

I should also point out that we have achieved these GMF results while preserving every dollar received from the federal government.

Budget 2019 substantially scales up FCM's mission to drive cost-saving energy efficiency across Canada through the green municipal fund, and it extends FCM programming that boosts local asset management capacity. Practically, this means greener community buildings that cost less to run, from social housing to libraries to local arenas. It also means making it more affordable for hard-working families to retrofit their own homes through smart local financing programs that will also reduce their energy bills. It means good jobs in communities across Canada. Once again, it means working directly with municipalities to get things done for Canadians.

Naturally, we want to see the budget implementation act move forward so that important work can move forward, but we want to see the principle that this budget implements continue to guide Canada's federal government moving forward. That's the principle of working together directly as orders of government to build better lives.

On behalf of our president, Vicki-May Hamm, and FCM's 2,000 members, I thank you very much for the opportunity and look forward to taking your questions.

May 7th, 2019 / 12:35 p.m.
See context

Francis Bradley Chief Operating Officer, Canadian Electricity Association

Thank you, Mr. Chair.

My name is Francis Bradley, and I am the chief operating officer of the Canadian Electricity Association, or CEA.

CEA is the national voice of electricity. Our members include generation, transmission and distribution companies, as well as technology and service providers from across the country.

The sector employs 81,000 Canadians and contributes $30 billion to Canada's GDP. Over 80% of Canada's electricity generation is non-emitting, making it one of the cleanest in the world. In fact, the Canadian electricity sector has already reduced GHG emissions by 30% since 2005.

Electricity will play an essential role as Canada transitions to a low-carbon economy. The electricity sector is uniquely positioned to help advance Canada's clean energy future, and the measures in Bill C-97 help this.

The 2019 federal budget and 2018 fall economic statement included a number of significant measures for the electricity sector.

The budget's measures to encourage the purchase and use of electric vehicles will help electrify the transportation sector—a low-hanging fruit for significant GHG reductions. These come at a time when EVs are increasingly a consumer expectation, including for reasons beyond environmental benefits.

Consumer purchase incentives and business writeoffs will help to get more EVs on the road, and funding to install charging infrastructure in workplaces, apartments and public parking garages will make sure that everyone has a place to charge them.

The budget's investment in energy efficiency measures in buildings, which will be administered through the Federation of Canadian Municipalities, is a significant step forward. Our sector is always very happy when customers can find new ways to use less of our product and use it more efficiently. Doing so has real advantages for the users of the building, but it also reduces the need and the pressure for expansion of electricity grids. A kilowatt not used is cheaper than producing a new one.

Our industry was also pleased to see the budget include the creation of a new Canadian centre for energy information, a central repository for national energy data that will compile various sources into a single, easy-to-use website.

In total, almost $1.5 billion was included in new spending on these important initiatives.

Cybersecurity, though, is also receiving significant funding in the budget. There's an ever-increasing threat from cyber-attacks. We're seeing that in our sector, and this helps us keep pace.

Beyond the budget, the CEA is very pleased to see the government move forward with its first piece of regulatory modernization legislation, particularly given that it includes amendments to the Electricity and Gas Inspection Act that will facilitate the expansion of new technologies such as EV fast chargers and adaptive streetlights.

It's no secret that technology often moves much faster than legislation, and electricity meters are an example of this.

The CEA is eager to work with Innovation, Science and Economic Development Canada and Measurement Canada to prioritize some early areas of focus in order to enable technologies such as EV DC fast charging that are essential to Canada's clean energy future. This will help Canadians to make the clean energy choices they want to make.

In summation, Bill C-97 takes steps forward that allow Canadians to make choices that are more sustainable, take advantage of new technologies, and can help reduce costs and increase convenience. Central to all of these is Canada's safe, sustainable and reliable electricity system. We look forward to working with government to continue to leverage these advantages.

Thank you.

May 7th, 2019 / 12:25 p.m.
See context

John McKenna President and Chief Executive Officer, Air Transport Association of Canada

Good afternoon.

My name is John McKenna. I'm President of the Air Transport Association of Canada.

ATAC has represented Canada's commercial air transport industry since 1934. We have approximately 180 members engaged in all levels of commercial aviation operating in every region of Canada.

We welcome the opportunity to present our comments on Bill C-97, as the privatization of passenger screening in Canada is a key aspect of the passenger experience.

Let me state from the outset that we support the transformation of CATSA, or in this case the creation of a new DSA, if it is to be granted the necessary tools both to maximize efficiencies both in the short term and to be able to keep pace with the growth of our industry. We wholeheartedly endorse the comments made before this committee by the National Airlines Council of Canada on April 30.

Two years ago Transport Canada invited us to comment on the governance and funding models it was considering for what was then referred to as CATSA 2.0. The consultation identified four models, ranging from an enhanced and modernized current model wherein CATSA would remain a Crown corporation with a dedicated air carrier security charge; a non-appropriated Crown corporation wherein CATSA would remain a Crown corporation but would gain new responsibilities to set and collect fees to directly fund its operations and where fees could potentially be differentiated among airports; and an industry-led entity, the Nav Canada model, which would transition CATSA to an independent non-share and not-for-profit entity that would set its own fees and business plans. In the latter model, the government would continue to set security standards and regulations and would inspect operations. Finally, there was a designated delivery by airports model wherein airport authorities would become responsible for security screening and recovery of the costs from airport users to fund operations at their respective individual airports.

It was obvious from the very first meeting with Transport Canada and Finance Canada officials that the NAV CANADA model was going to be preferred. It was so obvious that, shortly afterwards, CATSA retained the services of John Crichton, who led the NAV CANADA negotiating team throughout that 18-month transaction process.

Today we are faced with a reversal of the successful Nav Canada process. While the bill establishing Nav Canada was drafted at the end of the negotiation process and reflected the collected stakeholder recommendations, the process we are faced with now is quite the opposite. A simple construction analogy would be that the roof and walls are being put up before the foundation is set.

Given the short time at my disposal, I will only comment on the financial impact on passengers and our industry. A price tag of $500 million is being shamefully attached to this privatization in an effort by the government to cash in on CATSA's book value. Again, to use a construction analogy, we could say that the government wants to sell back to passengers the house they have already paid for twice. Twice because CATSA has generated well over $500 million in surpluses over the CATSA budget allocations even in the past five years.

Transport Canada tells us that the book value price is non-negotiable. We believe that anything other than a nominal price of one dollar is not acceptable and could very well compromise the process. A solid precedent was set when the government divested itself of hundreds of airports across Canada under a previous Liberal government.

Another concern is that to pay this shameful price tag, the new DSA will have to include the debt payment when settling the new passenger screening charge. Need I remind the members of this committee that Canada already has one of the highest, if not the highest, aviation security charge in the world?

Finally, when asked, the government did not deny that it would probably seek compensation for the loss of the hundreds of millions generated by the ATSC surpluses. This is probably why Bill C-97 doesn't abolish the ATSC currently being collected. If not through the current ATSC, added to the new fees charged by the DSA, how would the loss of this general revenue be compensated if not by additional fees and charges to our passengers and carriers?

I have only raised some of the serious industry financial concerns in this matter, but that is not to say that we don't have operational and governance concerns that need to be addressed. Containing the costs to the public levied by the DSA is critical to maintaining Canada's competitiveness in the North American economy and to address the leakage to the U.S. market of travellers seeking cheaper fares. lt is government's responsibility to ensure that its policies support rather than hinder the competitiveness of the air transport services in Canada, much in the same way it continues to do so for passenger rail travel.

Once set, the new DSA will be in place for the next 10 to 20 years. Canadians deserve that this process not be governed by an electoral agenda and that all concerned take the time required to develop a strong, efficient, autonomous, transparent and well-governed model. We are not satisfied at this point that this is the case.

Thank you.

May 7th, 2019 / 12:20 p.m.
See context

Nancy Fitchett Vice-President and Chief Financial Officer, Canadian Air Transport Security Authority

I will be quick, thank you.

Good afternoon, ladies and gentlemen.

My name is Nancy Fichett, Acting Vice-President of Corporate Affairs and Chief Financial Officer at the Canadian Air Transport Security Authority, also known as CATSA. I'm pleased to be here with my colleague Lisa Hamilton, Vice-President of Corporate Services, general counsel and corporate secretary.

CATSA is an agent Crown corporation funded by parliamentary appropriations and accountable to Parliament through the Minister of Transport. As Canada's designated national security screening authority, CATSA is mandated by the Government of Canada to protect the public by securing critical elements of the air transportation system.

CATSA is supportive of the security screening services commercialization act contained in Bill C-97. We will continue to support Transport Canada in the transition to a not-for-profit designated screening authority while maintaining seamless operations and focus on communication with our employees.

Ms. Hamilton and I would be pleased to answer any questions you may have that fall within our purview.

Thank you.

May 7th, 2019 / 12:05 p.m.
See context

Colin Stacey Acting Director General, Pilotage Act Review, Department of Transport

Thank you very much.

Thank you very much for the opportunity to talk to you about the proposed amendments to the Pilotage Act included in Bill C-97.

Marine pilotage is essential to ensuring safe navigation and preventing marine incidents and thus to protecting coastal environments. Much of the Pilotage Act has remained largely unchanged since it was created in 1972. An independent review of the act completed in spring 2018 under the oceans protection plan identified the need to modernize the legislation.

Building on the review's recommendations, the amendments in Bill C-97 would strengthen the safety, efficiency and transparency of Canada's pilotage system.

Let me begin with the amendments that would improve the safety regime. The act currently creates a system in which each pilotage authority is responsible for both delivering the services, on the one hand, and regulating pilotage requirements and enforcement, on the other.

Amendments transferring responsibility for developing regulations from the pilotage authorities to the minister of transport would separate the regulatory and service delivery roles and establish a nationally coherent pilotage system aligned with the Canadian marine safety and security regime.

The minister would also be responsible for issuing licences and certificates and for the oversight and enforcement of the pilotage system. The enforcement regime would be enhanced, bringing it into line with other marine safety legislation.

The reinforced compliance system would include administrative monetary penalties, which would allow Transport Canada officials to conduct regular oversight and to work with stakeholders to ensure compliance, and maximum fines would be increased for summary convictions for more serious contraventions, along with possible prison terms.

Furthermore, the minister would obtain the authority to issue interim and exemption orders and direction to pilots to deal with exceptional circumstances and promote innovation.

Where efficiency is concerned, the act currently requires pilotage authorities' fees to be set in regulations, resulting in unnecessary administrative burden and delays. The amendments would allow the pilotage authorities to directly set tariffs without regulations, subject to requirements for consultation and a process for stakeholders to submit objections to the Canadian Transportation Agency.

To augment transparency, the act would prohibit pilots, users or suppliers of pilotage services from being on pilotage authorities' boards of directors.

Furthermore, service contracts between pilotage authorities and pilots' corporations would be made publicly available, as these have implications for other stakeholders.

Amendments would prevent regulatory matters from being addressed in those service contracts, to ensure that regulations are established based on a thorough assessment of risks and consultation.

A new purpose and principles section in the act would increase national consistency and clarify the pilotage mandate. Moreover, arbitrators would be required to consider these principles in final offer selection processes between pilotage authorities and pilot corporations.

In conclusion, the proposed amendments address the most significant issues identified in the Pilotage Act review. The amendments provide for a stronger, modernized pilotage system with increased national consistency and greater efficiency and accountability.

I would like to thank you for your time, and I welcome any questions on these proposed legislative amendments.

May 7th, 2019 / noon
See context

NDP

Pierre-Luc Dusseault NDP Sherbrooke, QC

What would have really changed the situation in a significant way would have been a change in the order of priority of creditors.

A large majority of the people and experts consulted, including those from the union movement, like you, supported this measure. Are you disappointed that it isn't part of the provisions of Bill C-97 that amend the Companies' Creditors Arrangement Act?

May 7th, 2019 / 11:55 a.m.
See context

National Director, Social and Economic Policy Department, Canadian Labour Congress

Chris Roberts

The relatively modest amendments in Bill C-97 with respect to the CCAA and the Bankruptcy and Insolvency Act would have had little impact in the case of Sears.

The problem in the Sears Canada fiasco was that despite the pension plan having a funding deficit since 2007, the directors of that company authorized a series of very significant dividend payments. While the company was within the requirements of solvency funding rules with respect to its pension plan deficit, there were no other restrictions, and indeed, no requirement on supervisors, that is, pension regulatory and superintendent bodies, to track what was occurring and intervene, despite the fact that the company was clearly being put at risk and the ability of the sponsor to make good on the pension deficit was being placed in question.

That's a long answer, but the short answer is no, I don't think any of the very modest amendments being proposed in this bill would have addressed that situation.

May 7th, 2019 / 11:50 a.m.
See context

Liberal

The Chair Liberal Wayne Easter

Just hold on. I was ruling on your question. It's not on the budget implementation act. We're not going down a political attack road in this discussion.

What is your point of order?

May 7th, 2019 / 11:50 a.m.
See context

Liberal

The Chair Liberal Wayne Easter

I'm going to have to have you stick to the budget implementation act. We're not going down a political road here in terms of this discussion. There is a lot of information in the budget implementation act, so you're going to have to keep your discussion related to the BIA.

May 7th, 2019 / 11:45 a.m.
See context

Liberal

Francesco Sorbara Liberal Vaughan—Woodbridge, ON

The questions and the innuendo on this have nothing to do with the BIA legislation, Chair.

May 7th, 2019 / 11:30 a.m.
See context

Captain, President, Corporation des pilotes du Saint-Laurent Central inc.

Alain Arseneault

I believe that the compliance regime proposed in Bill C-97 is an extremely rigorous process in which Transport Canada and the minister are given very well designed compliance powers. By their very nature, they will guarantee the levels of safety that Canadians expect. You can see it all in the new compliance regime.

Also, by protecting the very nature of the pilotage service as set out in the current act, including the pilots' independence in decision-making, we can ensure that marine transportation in Canada will be conducted safely and with environmental protection, which is a concern that Canadians rightly have.

May 7th, 2019 / 11:25 a.m.
See context

Amanjit Lidder Senior Vice-President, Taxation Services, MNP LLP

Good morning, Chairman, and members of the finance committee.

The fall economic statement and budget introduces measures to address competitiveness and affordability and signals that the government has taken first steps to addressing taxpayer concerns. We believe, however, that Canada must do more.

For over 60 years, MNP has been dedicated to our clients' success. Today we proudly serve more than 180,000 businesses and 19,000 farms throughout Canada. We are the third-largest tax filer in the country.

Our clients are concerned with how their businesses can stay competitive. In addition, they struggle to cope with the increasing complexity and administrative burden of the tax system. They're worried about how affordable Canada will be, especially for the next generation.

In terms of competitiveness, we note that the budget and Bill C-97 contain several improvements to capital cost allowance, scientific research and experimental development, legislative changes to section 143 that promote tax fairness, and small business deduction relief for farming and fishing businesses. These are important changes and initiatives on competitiveness. Of note, however, is the fact that the new accelerated capital cost allowance lacks parity with the recent tax reform in the United States. It does not go far enough to provide Canadian businesses with a competitive advantage.

Further, we continue to recommend lowering the combined corporate tax rate to a more modest 20%, and a combined personal tax rate below 50%. With a top marginal tax rate of 53.5%, Canada's is the fourth highest among OECD countries, which hurts our competitiveness.

In terms of the small business deduction, we are pleased that the government corrected the unintended consequences to the agriculture and fishing industries related to the 2016 legislative changes. However, there are other industry groups that were also inadvertently affected. We urge the government to ensure that Canadian start-ups and private enterprises are not subject to the proposed employee stock option cap. These businesses rely on stock options to attract and retain talent in their formative years, and removing access to stock options would severely impact their ability to compete in the global marketplace.

Affordability is clearly a growing concern for Canadians. It's an issue that dominates the daily headlines. MNP has a quarterly national study on affordability that shows that just under half of Canadian families are within $200 of financial insolvency every month. To try to address this issue, the budget and Bill C-97 include the following: targeted support for first-time homebuyers, a Canada training credit and an incentive to make zero-emission vehicles more affordable.

We commend the government for focusing on these areas and believe measures could be further enhanced. We find that many first-time homebuyers rely on their parents to help them with their down payments. Parents often take a tax hit in order to do so. We suggest that further incentives be contemplated to provide relief for parents, such as using their RRSPs for their children's homebuyers' plan. Alternatively, the government could consider simplifying related party loans specifically tied to the purchase of a home.

Governments are striving to make education affordable. The Canada training credit helps build our future workforce and ensures workers get the training they need. However, education costs remain a burden to many families. We recommend full tuition credit transfers, rather than the current $5,000 annual cap.

Regarding zero-emission vehicles, the incentive helps businesses but could inadvertently impact their employees. These vehicles are generally more expensive, and the standby charge for employees who drive them could become an affordability issue.

We are pleased with the government's commitment to consult on intergenerational transfers of businesses while protecting the integrity and fairness of the tax system. In our practice many families struggle with how to transition their business. In our brief we've shared Tracy and Marc's dilemma of selling their bakery to their daughter versus a third party. The tax system unfairly penalizes them if they sell their business to their daughter.

In summary, we ask that the government commit to introducing policies and tax measures to make Canadian businesses more competitive and improve affordability for Canadians. At the same time, we need to ensure that these measures are simple and do not increase the cost of doing business in Canada.

Tax policy should be fair, certain and predictable.

Together, we have much work to do and we look forward to working with you to ensure Canadian competitiveness and affordability.

Thank you.

May 7th, 2019 / 11:20 a.m.
See context

Conservative

Kelly Block Conservative Carlton Trail—Eagle Creek, SK

I welcome all of you here this morning and thank you for your testimony.

What we do know, what we've learned and what we are aware of is the fact that the Pilotage Act has not been reviewed for a number of decades. It was definitely time to do a review of this act. We've heard from witnesses that they feel it was a comprehensive review and that there were lengthy consultations around the changes that are being prescribed in the BIA.

While we understand all of that, we do think it's interesting that these recommendations are being brought forward in the budget implementation act. We've also heard testimony from some that this translates into quick passage. We've been encouraged to make that happen as a result of the fact that there does appear to be support for the changes that are being suggested in the BIA.

To be very clear, for us, the time frame for this review is quite short. Our recommendations, should we manage to get any passed at this committee, would be sent to the finance committee, which would make the decision—not the Minister of Transport. I think it should be noted that it will be up to the governing members on this committee to agree to put forward any recommendations to the finance committee. However, we will endeavour to ensure that some of your concerns and recommendations are at least proposed here at this committee.

Again, my understanding also is that the wording in the act and the changes that have been made in this act reaffirm our commitment to safety in the industry.

My first question will go to you, Ms. Zatylny. Will these changes to the Pilotage Act make Canadian ports even safer?