Bill S-2 (Historical)

Strengthening Motor Vehicle Safety for Canadians Act

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

This enactment amends the Motor Vehicle Safety Act for the purpose of strengthening the enforcement and compliance regime to further protect the safety of Canadians and to provide additional flexibility to support advanced safety technologies and other vehicle innovations. It provides the Minister of Transport with the authority to order companies to correct a defect or non-compliance and establishes a tiered penalty structure for offences committed under the Act. The enactment also makes a consequential amendment to the Transportation Appeal Tribunal of Canada Act.

Strengthening Motor Vehicle Safety for Canadians Act

[Luc Berthold, Conservative, Mégantic—L'Érable, QC]

Madam Speaker, I want to thank my colleague for his grand finale and his great response to the question from my other colleague regarding the consultation process. I also thank him for his speech, which was based on his personal experience.

I want to come back to a comment made by one of our colleagues regarding the idea of moving quickly. If we had moved too quickly, I would not have had the opportunity to talk about what I wanted to share today, that is, comments from some of my constituents on Bill S-2. I really wanted to share these comments with the House, because it is quite rare for Canadians to reach out to us regarding changes to a bill, much less a Senate bill.

I think it is important that all members be aware of what my constituents think. The people who wrote to me are from the small business community, and I will have an opportunity to come back to this a little later in my speech.

My colleague touched on the issue, but I will give a brief overview of the bill. The bill seeks to amend the Motor Vehicle Safety Act and provide the Minister of Transport with the authority to order companies to correct defects without any cost to the consumer. That is key. It should be noted that the current legislation limits Transport Canada's authority to issue safety deficiency notices and to take legal action against the offending manufacturers. The bill also gives the Minister of Transport the authority to fine companies up to $200,000 a day depending on the offence.

However, Transport Canada will also have the authority to impose non-monetary penalties. The bill also gives the Minister of Transport the authority to order a manufacturer to conduct tests on its products. It gives the minister the authority to grant an exemption if the exemption would promote the development of new safety features or new technologies. I think we can all agree that self-driving cars fall into that category. This is the type of thing that we should see coming and I think it is important that the legislation provide for this eventuality. The bill increases the number of notices that companies must issue to consumers when a recall process is initiated. It increases the authority of Transport Canada inspectors to visit plants and request documents and employee testimonies. It gives the Minister of Transport powers that are similar to those of his U.S. counterparts.

This is a major bill that will give a minister a lot of power. Why are we, on this side of the House, going to support a bill that will give so much power to a minister? The answer is simple: it is a matter of safety. The government and MPs have a major role to play in situations like this. Sometimes, we have to give ministers certain powers that go above and beyond what we would normally give them, powers that go beyond the power a minister would usually have, to keep all Canadians, all motorists, and everyone travelling on our roads safe. If something goes wrong with a car when it is travelling at 50 km/h, accidents can happen. Pedestrians or cyclists could be injured. In short, I think it is important that we do something to prevent that.

As I mentioned in my question, we could have moved forward even more quickly if we had dealt with this bill in the spring. The opposition agreed to expedite the process and ensure that the bill was sent to committee more quickly. Just looking at the statistics, there does not seem to be any great sense of urgency. Transport Canada has not taken any legal action against an auto manufacturer because of safety defects since 1993, and the industry seems to have self-regulated fairly well. However, in light of the Lac-Mégantic tragedy, sometimes it is necessary to look a bit further ahead and prevent this type of accident. I think that is the main takeaway. This bill will help prevent catastrophes, whether big or small. When opportunities arise to help ensure the safety of Canadians, we must not hesitate to take any action required.

The Senate introduced an amendment to protect dealers. Since the beginning of this debate, members of the government have been telling us that we need to stay out of contractual negotiations between dealers and manufacturers, because that is not our role. They do not seem very supportive of this amendment. However, we need to remember that when this act is passed, if it is passed, it will transform the natural market rules. It will cause changes that may not have been covered in the contracts between dealers and manufacturers. We need to make sure dealers have some protections. That is what I want to talk about.

I have received many letters on this subject from dealers in my riding. One letter, written by Julie Boulanger of Disraeli, Serge Routhier of Thetford Mines, Martin Bizier of East Broughton, and André Ste-Marie of Thetford Mines, urged the House of Commons and the Senate to support these amendments. I will read briefly from the letter these dealers sent me:

Car dealers in your riding and across Canada hope you will support our amendment throughout the entire parliamentary process. Our request is fair and reasonable. Your support for the amended act is vital to Canada's 3,200 car dealers.

Those 3,200 dealers, which are Canadian small businesses, expect us to do the right thing here. They want us to study this in committee so we can get a sense of what they want. Here is another excerpt from the letter:

The Government of Canada and the Canadian auto industry have been working to harmonize auto policies with the United States for many years. Our industry is integrated on a continental level, and regulatory and legislative harmony between Canada and the U.S. should be a primary objective in the sector. With this new government power over the recall process, our amendment will ensure that auto dealers who are caught in the middle of a complex, expensive and time-consuming process are treated fairly as the small business customers of the manufacturers.

When government interferes in the private sector, there are going to be consequences. Preventing problems in the first place is better than seeing dealers fail to do the recall work they are supposed to do because they do not have the means and cannot absorb the cost themselves. This is not about protecting the market or protecting dealers. This is about safety. This is about protecting drivers whose vehicles have been recalled and making sure repairs are done properly.

If we look at it that way, it is not a question of interfering in negotiations between a manufacturer and dealerships. It is about protecting drivers whose vehicles have been recalled, and ensuring that replacement parts are of the best quality, and not substituted parts, because dealerships might not be able to afford them if they have to pay the full cost themselves. It is important to listen to what the dealerships in our regions have told us.

One of the passages from the letter I received that struck me reads as follows:

The relationship between a manufacturer and a small dealership is not a partnership of equals. Adopting the amendment that we are proposing will enshrine in statutes the equity and fairness we seek for all dealerships across Canada, not just those that happen to partner with a manufacturer who decides to pay compensation to dealers for the burden of recalls.

I think that says it all. I want to thank Julie, Serge, Martin and André for sharing those comments regarding the amendment. I really think it is important to address this in committee.

One of the words that really struck me in the letter from the dealerships was the word “equity”. The real danger facing motorists is the tax reform this government wants to bring in. Indeed, most car dealerships are small businesses. They have worked very hard and could be in danger today. If each of those dealerships has to lay off one, two, or three employees, it might be one of the employees dedicated to vehicle safety. They could be laid off because of this government's unacceptable and ridiculous proposals on tax reforms. It is important to keep that in mind. If we want to keep our vehicles and roads safe, we must not forget that safety comes in part from the financial health of dealerships and acceptable standards, as well as increased powers for the minister, which are sometimes necessary and acceptable, as we have heard.

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

Madam Speaker, this falls into the category of commentary.

We have been debating Bill S-2 now for a while and there are large degrees of agreement on all sides of the House that it should go to committee. Members on all sides of the House have spoken in favour of it.

I am not a member of any of the parties that can have actually House leaders discuss the business of this place, but I would like to think that after the toxic partisan shenanigans of last spring, the leaders of the New Democratic Party, the official opposition, and the government benches will be working constructively. This is the sort of bill where we can speed up debate so more contentious bills can be debated more thoroughly.

[Alupa Clarke, Conservative, Beauport—Limoilou, QC]

Madam Speaker, as I mentioned, I will be sharing more of my thoughts on this somewhat mechanical bill. I prefer political philosophy, but as a member of Parliament, I am required to discuss all kinds of topics. I am learning every day, and I am truly happy to have this opportunity.

I will be sharing my time with the member for Mégantic—L'Érable, a beautiful riding that I have visited twice before. The last time was two years ago, and I saw that there had been a lot of construction in Lac-Mégantic. The town is getting back on its feet, and that is a good thing.

I would like to add my voice to the debate on Bill S-2 today. This bill was introduced in the Senate and it would amend the Motor Vehicle Safety Act to give the Minister of Transport the power to issue recalls and to force companies to fix defective vehicles at no cost to consumers. I quite like the idea of no cost to consumers. We are all consumers. Our constituents are consumers. This is good news for them.

I remind members that it was the Conservatives who essentially introduced this bill in 2015. However, it was not passed before the election period started in the middle of the summer. The election period lasted a long 78 days, as we all remember.

This bill gives the Minister of Transport the power to fine companies, up to $200,000 a day, based on the violation. The bill also gives the Minister of Transport the power to order a manufacturer to conduct specific tests on its products, to ensure that it complies with the act. Furthermore, the bill allows the minister to make exemptions to the regulations, if the exemption would, in the opinion of the minister, promote the development of a safety feature connected to a new technology. This bill also increases the number of notices that companies must issue to consumers once a recall process has been initiated.

I have a few comments to make. This bill is important, but one thing I need to point out, and we all need to remember, is that there has never been a major case of a company failing to voluntarily issue a recall after discovering a defect, or failing to pay for the necessary repairs.

In light of that fact, the justification for urgently pushing this bill through seems weak. Back when we first tabled this bill, we made sure that the consumer would not lose out, and we strengthened protections for drivers and the general public. What we did not do was draw up a set of provisions that would give the minister far too much power and make things difficult for businesses.

As I said, we support this bill in principle, and we want it to go to committee so that amendments can be made.

As a resident of Beauport—Limoilou, I care deeply about road safety. I myself have two young children, a three-year-old and a six-year-old, who both ride in car seats. When I watch the news on TV, I always see far too many car crashes, especially in summer. Car accidents can be caused by fatigue, stress, uncontrollable events, drugs and alcohol. Unfortunately, there are all kinds of reasons why accidents happen.

The government has to do its part by taking all possible steps to make sure no accidents happen because of manufacturing defects. It is important to realize that this kind of accident is preventable.

As I said earlier, as a father myself, every time I get in a car with my children, this worry is in the back of my mind, because car crashes are one of the leading causes of death in western countries and indeed around the world.

I would like to relay an example involving my family that I experienced up close. I was involved in three accidents with my parents when I was a child. One was caused by black ice, but another may have been caused by a manufacturing defect. I was nine years old. It was in the 1990s in New Brunswick, near the Acadian peninsula. We were going down a big hill in a Plymouth Chrysler. I do not believe that that car is still being made today. We were quite pleased with that car at the time. It was red. We bought it brand new, but it was a few years old at the time of the accident. I was with my mother and my brother, who was 15 or 16 at the time. We were going 100 kilometres per hour down the hill.

Suddenly the gas pedal was stuck to the floor and the brakes stopped working. I did not know why. I was just a kid and we were all gripped by panic. I relay all this with a smile because in the end nothing bad happened. My brother had the genius idea to tell my mother to kill the motor. The engine could have exploded, but our lives were at stake. Then he told my mother to pull over to the side and let the car slow down enough to use the handbrake. This all happened in a matter of seconds.

Later, when my parents took the car to the mechanic, the repair costs were quite high. It was the early 1990s. Today we might wonder if that incident was caused by a manufacturing defect. I just wanted give all those in my riding who are watching me, of which there are many I am sure, a personal example where a manufacturing defect, if that indeed was the cause of the accident, could have had very serious consequences.

A few years ago, dozens of relatively serious recalls were announced on the news, and I wondered if any of them affected my Subaru Forester. I did some Internet research and was very pleased to discover that they did not.

In the context of increased globalization and free trade, which I strongly support, automobile manufacturers must take on greater civil and social responsibility with respect to their national customers, in this case Canadians, because a car can be made up of parts from 10 different countries, and that is no exaggeration.

It is therefore vital that we establish safeguards and that we grant Transportation Canada more power so that it can be proactive on this issue. This bill must put a certain amount of pressure on manufacturers that assemble vehicles so that they are highly motivated to guarantee the safety of their vehicles and conduct proper follow up, particularly since these products are one of the leading causes of death in our society and it is possible to reduce the number of incidents caused by technical problems.

In closing, we support sending the bill to committee, but we would like some amendments to be made. For example, we will propose that clause 10.61 be amended to read: “The Minister may, by order, require a company to inform the person or dealership that obtained a vehicle from that company to ensure that any defect or non-compliance in a vehicle or equipment is corrected before the vehicle is offered for sale.”

We also propose that clause 8.1 be amended to read: “The Minister may, by order, require a company to conduct reasonable tests, analyses, or studies on a vehicle or equipment to determine whether there are any defects or non-compliances.”

We also suggest amending clauses 10.4 and 16.13 to ensure that the minister does not have too much discretionary power.

There should be no inappropriate government intervention in auto manufacturing, which is private enterprise.

Three cheers for vehicle and road safety.

[Brenda Shanahan, Liberal, Châteauguay—Lacolle, QC]

Mr. Speaker, I rise to speak to Bill S-2, an act to amend the Motor Vehicle Safety Act and to make a consequential amendment to another Act, otherwise known as the strengthening motor vehicle safety for Canadians act.

The safety of Canadians is of high importance to this government, and this bill will help further ensure Canadians can enjoy peace of mind while driving on our roads.

The rapid development of automated and connected technologies for light duty vehicles is of great interest to this government. This summer I had the pleasure of attending the conference of U.S. governors in Rhode Island, where we were treated to a talk by Elon Musk, the owner of Tesla, about the advent of fully autonomous vehicles, which can fully drive themselves without the aid of a driver.

He predicted that this type of vehicle will replace human-operated cars in the next 15 years, so members should enjoy their cars while they can. The prototypes of some of these vehicles are already undergoing on-road testing in the U.S. This exciting area of vehicle technology development can be seen as both a safety benefit and an economic innovation opportunity.

Shifts in the global technology landscape are placing a growing reliance on vehicle safety innovation while transforming business practices and consumer demands. These emerging and disruptive technologies offer promising opportunities for economic safety and environmental benefits, as well as a number of regulatory challenges. The challenges at the pace of change associated with these technologies, and how they are transforming the motor vehicle sector, is rapidly increasing while the regulatory process remains unchanged.

New technologies offer promising opportunities for improving road transportation, including the environmental impact of vehicles. However, these technologies can be challenging in terms of safety oversight. Much of the technological safety of a vehicle cannot be seen by the naked eye. From the outside, two vehicles may look the same, but many of the safety elements are internal to the structure or operating system of the vehicle.

Safety standards include those related to crashworthiness and crash avoidance. Crashworthiness or how to survive once one is in a collision standards include those related to front and side impacts. As we shift to new technologies and building materials, we need to ensure that this survivability is not compromised.

Personally, I prefer the second element of crash avoidance. These crash avoidance technologies allow drivers to detect and avoid collisions. One example of such a technology is electronic stability control, which has been mandated on new vehicles since 2011. For this type of technology, we need to ensure that the promises made by the developers are accurate, as consumers will be relying on these technologies. The speed and scope at which new technologies are being developed and implemented is challenging the status quo and is testing the ability of governments to respond in a timely manner.

Canadian industry and businesses need to understand, adopt, and deploy new innovations and business models to stay competitive and better position Canada for success in leveraging the full potential of emerging and disruptive technologies.

I had the opportunity to hear some of the debate on Bill S-2. Many of the issues that are involved in Bill S-2 have already been discussed in full, including the Auditor General's Report No. 4 from 2016, which my hon. friend and chair of the public accounts committee, the member for Battle River—Crowfoot, discussed yesterday at length. Therefore, I will be limiting my time today to the regulatory issues that are involved in Bill S-2.

I want to focus on motor vehicle technologies that are regulated. The legislation needs to be flexible and adaptive to promote Canadian leadership and to give Canadians access to these new technologies as quickly as practically possible. The regulations are aimed at keeping Canadians safe, but cannot be so rigid that they delay the introduction of new vehicle safety technologies or fuel systems. There is a balance to be struck there.

These proposed improvements to the Motor Vehicle Safety Act have been developed to address these and a number of other important challenges. Currently, the Motor Vehicle Safety Act includes a provision for interim orders. An interim order allows a Canadian regulation that corresponds to a foreign regulation to be suspended or modified if there is a change by that foreign government.

Currently, interim orders can only suspend or modify a Canadian regulation for one year, which does not reflect that some regulations could take longer to develop, particularly if they deal with a very technical subject matter. As such, Bill S-2 proposes to extend the period of an interim order to three years to reflect the typical length of time required to complete the full regulatory process for such a technical requirement.

The bill also introduces suspension orders, which would allow for the suspension or modification of existing Canadian regulations. For this type of order, a foreign government's enactment or regulation is not required. In this way, Canada would have a tool to lead the way in regulatory development to address new and emerging technologies. This process would permit the Minister of Transport to allow newer technology solutions, when appropriate, to take effect more quickly. The order would be in place for up to three years.

Both these tools would increase the flexibility of the Motor Vehicle Safety Act to address an ever-changing landscape related to the automotive industry. These orders would be published, and would apply to all manufacturers equally in order to provide a level playing field.

Another tool currently available in the Motor Vehicle Safety Act is an exemption order. These orders allow the minister to exempt a model of vehicle from a regulation.

Currently, exemption orders are only valid for one year and require approval from the Governor in Council. An exemption is requested by the regulated body, and it is up to that entity to demonstrate that safety is not negatively affected. An example of this type of request would be if a manufacturer applied to not meet a rearview mirror regulation in order to install instead a rearview camera that performed the same function or improved on the existing function.

As these requests are very technical in nature, under these proposed changes the minister would be given the power to decide, based on the best evidence, and I would think common sense, whether it is in the interest of safety to grant the exemption. The duration of the exemption would apply for three years to allow sufficient time to determine what technical regulatory requirements would be appropriate, and to allow time for the manufacturer to implement and use the proposed technology.

The exemption would only apply on that model of vehicle, but the exemption would be made public, again, this is very important, allowing other manufacturers to be knowledgeable about options for advancing their own technologies.

In summary, the automotive industry is changing very rapidly, and vehicle technologies are making vehicles safer and more fuel efficient. However, these changes are challenging our regulatory capacity to assess and apply them in the Canadian context in a timely fashion. This act would include a number of tools that would allow adoption of regulations already available in another country, and the ability to create new short-term regulatory changes in advance of a full regulation being available.

This represents a new regulatory process for Canada for the next century, will increase safety and fuel efficiency on our roads, and help Canada be an important player for the next generation of automobile innovation.

Madam Speaker, I neglected to say that I will be sharing my time. I am sorry, but I do not know who I will be sharing it with, but if there is another speaker, I will be sharing that time.

The House resumed from September 19 consideration of the motion that Bill S-2, An Act to amend the Motor Vehicle Safety Act and to make a consequential amendment to another Act, be read the second time and referred to a committee.

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

Mr. Speaker, Bill S-2 is about something that I am somewhat familiar with from the fact that before I came to this place, I worked in a Chrysler dealership and performed many recalls over the years.

The interesting thing about the recalls is that there is no similarity between any two of them. As mechanics tasked with correcting the issue, we often wondered why one thing was recalled and another was not, or why the same part was often recalled several times in a row. That goes to some of the issues the bill is trying to correct. I am not necessarily convinced that the bill will correct them, because in some cases we are truly not able to squeeze blood from a stone. In particular, we have seen this with the recalls of airbags. Many automotive manufacturers use the same supplier of airbags, and so the airbag recall crossed several different companies. It will be interesting to see how this goes forward. I know there is anxiety that comes with that. My own vehicle has had that particular airbag recalled, and people keep getting a notice saying there is problem but no fix or parts for it. That is ongoing.

The recalls are interesting, particularly from the dealership perspective. I see we are talking about the 1% of the price, and things like that. Now, there are games that get played with that 1% of the price. The same part being purchased at retail would be $150. If a recall part that could not be ordered for a retail customer was coming through the dealership, it might only be $10. We get the 1%, but it is 1% of $10, not of $150, or maybe even more if that exact same part was being ordered for a customer. Since it is the percentages that are being put on, that dramatically reduces the price to the dealership.

Parts departments run on percentages. Everything is a percentage. Typically, they have an 18% handling cost. Of every part that comes in to a dealership and gets shipped back out again or is sold, 18% of that sale is the cost of their storing it, the cost of their employees, the cost of keeping the lights on, and all of those kinds of things.

In the amendments we were talking about, there is a good initiative to put the percentage in. It helps the local dealerships. It is always interesting how the games get played. To some degree, the free market will have to work this out. In a lot of cases, the dealers already have these agreements with the manufacturers on how they are going to get paid for recalls. Recalls have been happening for a long time now, and so a lot of these things have been worked out through the free market.

I commend this bill. It is supportable. There is no problem with that. I would just acknowledge that we might be coming late to the party in the fact that most recalls go off without a hitch. There are already vast agreements in place for them. The free market, typically through the court system, will often demand a recall of this or that. Often, these recalls are worldwide or global. If something happens in one jurisdiction, the company gets alerted to the fact there is a particular problem with a particular piece. The entire fleet of that vehicle is then recalled. A problem might be discovered in Mexico and the vehicles in Canada are recalled. The companies themselves do that just to limit their liability from these kinds of things. They are facing a lawsuit in one country and do not want to face it in other countries, and so they will issue the recall.

When it comes to the dealership level, it is always interesting that things get downloaded all the time. The costs of doing business typically end up getting downloaded to the dealership level.

It is relatively easy to announce that there is a recall for something, but it is the dealership that faces the customer. The manufacturer announces there is a recall and says there are no parts. The dealership has to deal with the fact that every time the customer gets a notice, they might come to the dealership and ask what it means. The dealership then has to outline what the notice means. A lot of times there will be one or two notices before they actually get the parts. Each time the customer shows up at the dealership, it takes resources from the dealership. Instead of being able to deal with a customer who brings money in, the service writer has to deal with a customer who is just there for a recall notice. They are not going to be booking an appointment or anything. The customer is going to leave without any cash flow coming to the dealership. There is a significant cost associated with doing that. We need to ensure our network of dealers across the country get paid for the recalls that are put in place.

If it is the minister who puts the recall in and the manufacturer says it is not, that gets really interesting in terms of who pays. They are saying the manufacturer will pay. That is great, but we need to ensure the manufacturer, or someone, continues to pay the dealerships when it comes to a mandated recall by the minister. That is my reading of the amendment, anyway.

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

We have been talking a lot about recalls in the abstract. We just say the word “recall”. I would like to talk about a couple of instances when I performed recalls. One particular issue was on a certain vehicle. On this vehicle, if the window was left open and the rain came in, it would flood the window switch and cause an electrical fire in the window switches. We had to replace thousands of window switches. That is what a recall looks like. A particular piece could get rainwater in it and it could cause a fire, so that piece had to be replaced.

Another recall I did many times was in a windshield wiper system. There was one piece that could fall apart at some point, so we replaced a lot of windshield wiper motors on a particular vehicle. We got really good at it because we did a lot of them in a short period of time. We were replacing windshield wiper motors to prevent the wipers from failing on the highway and causing a driver not to be able to see where he was going.

Another one I can think of was a shifter recall in a particular car. In this case the shifter might not actually go into park. When the vehicle was shut off and the driver pushed the shifter forward, it would say it was in park, but the transmission might not have actually been in park, and could have been in reverse, which could be bad. We had to replace the shifter, or in some cases reprogram the computer in order to prevent that from happening.

Those are some pictures of what recalls look like. No two of them were ever the same. Sometimes it was a really big job, sometimes not. The window switch, for example, literally took minutes. It took longer to drive the vehicle into the shop than it did to replace the part. Other times it was a really big deal. I can think of one particular recall that was issued because the subframe could rust and break, so we were replacing a subframe under a vehicle and doing a wheel alignment afterwards. That was kind of a big deal.

I thought I would explain to the chamber, from my experience, what a recall actually looks like in terms of the guy who has to do it. Getting paid for it can sometimes be an issue when, as I explained earlier, we are dealing with percentages and the manufacturer just lowers the price. They give the dealership the percentage, but it does not necessarily mean we can get paid.

Those are my comments. I come at it with a little more practical experience, so I look forward to the questions.

[Bev Shipley, Conservative, Lambton—Kent—Middlesex, ON]

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

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

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

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

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

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

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

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

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

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

[Rachael Thomas, Conservative, Lethbridge, AB]

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The House resumed consideration of the motion that Bill S-2, An Act to amend the Motor Vehicle Safety Act and to make a consequential amendment to another Act, be read the second time and referred to a committee.

[Kelly McCauley, Conservative, Edmonton West, AB]

Mr. Speaker, I want to thank my colleague for his thoughtful comments. In terms of history, it is not often we hear reference as far back as the Auto Pact, so it was very nice.

I think we are generally all going to support Bill S-2 to get it to committee. However, one of the issues we have with the bill is how it underachieves, especially when addressing the many issues of the Auditor General's report, including one that states that over the past several years the Department of Transport has been making regulation changes only after the U.S. has made its changes, perhaps leaving Canadians in a safety limbo. I wonder if my colleague could comment on Transport Canada waiting for the U.S. changes, leaving Canadians at risk, and the fact that Bill S-2 does nothing to address this issue.

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

Mr. Speaker, there seems to be a fairly high sense of awareness with respect to the importance of the legislation, and that is quite gratifying. This morning one of the member's colleagues commented that at times we get different types of legislation, and it seems to me that a consensus appears to be developing with respect to Bill S-2. There might be some issues with some of the smaller areas of concern, but generally speaking, we want to move forward.

Do members of the NDP have some specific amendments that are already developed that they would like to see at this stage? If they do, it would be great to work with committee. Standing committees can do great work in looking at ways to improve legislation. Just listening to the debate today, I note that there seems to be a great deal of recognition that this legislation is needed. Based on what I have heard, I anticipate that the bill will receive unanimous support to get to committee at the very least.

I wonder if the member would like to share some of his thoughts with regard to the potential for any specific amendments that he might have in mind.

[Brian Masse, NDP, Windsor West, ON]

Mr. Speaker, it is with a heavy heart I rise to continue debate, but that is what we need to do here in the House of Commons on bills that make a difference for Canadians. We will do that in the spirit of what has been taking place. Mr. Chan and his family can rest assured that this bill is in the spirit of getting the co-operation of all the members in the House.

It is an important one for public safety. Bill S-2, an act to amend the Motor Vehicle Safety Act and to make a consequential amendment to another act, is about providing safety that we do not currently have for Canadians.

For those not aware, an automotive recall is not even enforceable in Canada when, for example, child seats are defective. Even if the safety or reliability of brakes or other components in a vehicle, and their data, are being questioned, a recall cannot be forced in this country. That is different from the situation in the United States.

My speech will focus on a few of these things. This bill is an opportunity to protect Canadian consumers and provide the reciprocity that is necessary.

It is interesting to note that I have been on record on this issue for over a decade in the House. In the past, no transport minister from any political party, whether Conservative or Liberal, could force the auto companies to do what is necessary. Ironically, throughout these years a series of accidents, insurance increases, and public safety issues have been neglected. In addition, consumers have been put at the lower end of that.

Right now the most notorious issues are with respect to Volkswagen and the manipulation of emissions and Toyota's wilful attempts to mislead the public with respect to the Prius. In this case reciprocity was not provided to Canada to match the settlements in the United States. Last is the issue with Takata airbags, which are defective in Canada, and we are treated as secondary citizens with respect to this recall. Every Takata airbag has issues, yet it has the entire market with respect to airbags and safety, so just about everybody has defective material in their car, and Canada's recall program is subservient to that of the United States.

I want to touch on a few figures as to how we got to this place, but it is important to recognize where we have been with the industry. Therefore, I am going to focus on the following: our rights as individuals with respect to consumer issues; on trade, with respect to where the industry has gone; on what has happened to diminish our capabilities for a recall in this matter; and on the future with respect to where we can go with this legislation when it goes for testimony and what would take place.

It is important to note that the legislation in Bill S-2 was previously brought in by then Minister Baird, who at that time had promised to bring this in under the Conservative regime. He came close to getting some amendments and changes, but there was a lack of political will and a lack of exercise to get this across the goal line on the final day. Unfortunately, it was a missed opportunity, but the first of the strong debates that took place here in the House of Commons related to the Toyota file. That file is important because it highlights that we do not get reciprocity now. As Transport Canada at that time was applauding Toyota for issuing a recall notice, the United States was having hearings, and it actually had the company president come to the United States to apologize. Toyota did not even bother to step into Canada at that time.

There was a multi-million-dollar settlement, and consumers were protected much more extensively in the United States. On top of that, the U.S. was given investments in new research and technology. What did Canada get? Zero. We got absolutely nothing related to that.

That was at a time when, for the last three decades, the industry had been crying for reciprocity related to standards. Therefore, there has been a good movement toward this.

It has been frustrating to see issues such as the bumper issue, for example, between the two countries become a problem, or when the different components of their manufacturing are not aligned properly, which was a lobbying-intensive industry action.

However, when it came to consumer rights, it was a different story for Canadians. There were different expectations with respect to consumers. More importantly, there was a weak-kneed government that, to this day, has decided to let a foreign nation set the rules, the compensation level, and the accountability of automakers in the United States. There is a complete abdication of responsibility happening until this bill is passed, because currently the transport minister has no official powers. He or she is an empty vessel. It does not matter what political party he or she is affiliated with. They have known this for a long time, and we have seen it affect Canadians. There are a number of cases that have been out there in the past. Therefore, we are glad to see this bill come forward, and I will touch on some of the new powers that are very important.

There was a last-ditch effort by the previous Conservative administration to table a bill in its dying days of government to address this issue. It has only now resurfaced because the airbag situation with Takata has reached such heightened proportions that we can rest assured that Canadians are shaken, whether it be through the Volkswagen or Toyota scandals. We went through the election with the Volkswagen scandal and saw Canadians not only lose tens of thousands of dollars in vehicle investment, but at a time when we had been asked to take the actions necessary to combat global warming by reducing emissions and pollution, there was also an organized complicit attempt, which was successful for a short time, to market this to Canadians, Americans, and people across the world with dishonesty, which increased emissions and pollution, and Volkswagen benefited from this financially. That resulted in financial penalties in the United States. However, there was nothing for consumers in Canada. Therefore, a class action private lawsuit is necessary because the government could not be bothered and is too lazy.

We finally have this bill coming from the other place, from the Senate. It was not tabled in the House of Commons, as we would have expected, by the Minister of Transport, given the fact that the previous Conservative regime had assembled the bill, which has been available and ready for two years, sitting on a shelf. The Liberals just had to dust it off, bring it forward, get it going, and get it done. Instead, it took the other place to get it going. The Liberals supposedly do not have a caucus in the Senate. Therefore, it seems it took a private member's initiative to get it going. That is what it is at the end of the day.

I am grateful this is related to the work of the previous minister of transport and the Conservatives because there is some good work that was done in this bill. For instance, the minister has the power to order a company to publish a notice of non-compliance as stipulated in the minister's order. Right now companies do not have to comply with that, but the minister would be able to force a recall on a child seat, for example, that has been ordered for recall and is not listed. He or she would be able to order a correction, and the companies would have to do additional inspections and follow ministerial orders.

While they would have it under lesser but quite significant powers, there is also the talk about designating enforcement officers with the power to enter into an administrative agreement for enforcing the act, enhanced powers for Transport Canada inspectors, and the power to exempt companies from the regulations under specifics. If they are going to be moving forward on new technology and new awareness, that would be important to it. I have some concerns about that, but there is some ministerial discretion in there; and it will be key whether there are going to be Transport Canada officials who are ready, trained, and available to do this work. I am very pleased that this is coming forward to do that.

There would also be monetary penalties and an appeal and tribunal element, which would bring more publicity to the files. That is important because having a government website for these is not sufficient or people finally bringing their car into the automotive repair shop and then finding out about a recall later on, are not the best ways to handle it. There would be enhanced powers for the inspectors and measures to support dealers.

One thing whose importance I want to make sure is noted is that it is unfortunate this country has moved and has not retained its automotive footprint. It is ironic right now, as I talk about these things, that we are currently in restructuring or re-discussions of a North America free trade agreement. When we signed with regard to NAFTA and free trade, we were at that time the number two automotive manufacturing country for assembly and production. That meant that a lot of the assembly and production took place, and the parts and other supporting manufacturing and innovation took place around it in clusters. The industry is known as clusters. Obviously for transportation and other matters, it is easier for it to be around the assembly component, and it is also better for resources to be drawn upon.

Things have changed to some degree with regard to materials. When we signed on to that agreement and even 10, 20, 30, and 40 years ago, steel was the main component of an automobile. It still is to this day, but now there are several compounds and elements that are used for different parts, including everything from plastic to some materials that are lighter and are also variations of different elements to make the vehicle lighter, stronger, more flexible, and so forth.

The big thing is that when we signed these trade agreements, we gave up the Auto Pact. The Auto Pact was about the production and manufacturing in Canada of vehicles that would then be shipped into the United States. It was a very positive trade agreement where we actually had access into the American market and did a lot of manufacturing and distributing into the United States. In fact, that is when we were at the height of the auto industry. When we signed on to free trade in NAFTA, that was later challenged by the Japanese to move their products into our areas, and we have since tumbled into eighth or ninth place. To see why that is important to this particular bill and this file, we look no further than the industry and the concentration of that industry on recalls. One example would be airbags—Takata recently filing for bankruptcy. Basically, in consolidating the entire industry under one manufacturer, there are increased vulnerabilities.

We have seen the concentration and we have seen Canada lose out. Good points are being made right now in terms of where we have lost a lot of jobs to Mexico and now to the southern United States through incentives and that, but the reality is that a lot of it is driven by lower wages. It is ironic that, in Mexico, the people who are assembling vehicles will never be able to afford them. It is not that these are luxury automobiles, and it is not that they are foreign to their country; it is just that their wages for making them and manufacturing them are no reflection of the vehicles' value.

What ends up happening is that they are shipped out and other societies will then purchase them. It has been a low-wage market that has also led to the conflict in the United States related to President Trump and the loss of automotive and other manufacturing there. The point in all of that is that we have lost control and lost significant input and footprint of the decision-makers and the industry itself.

When we now leave it to others to look at refinement of those vehicles in manufacturing, often it is done through their lens. I am proud to say that in my riding of Windsor West infant car seats were created in the past through AUTO21. The Liberals did not renew AUTO21, but they innovated when it was still going and created safer seats.

Now with the production and distribution moving from this area, if we do not fight for this industry, which we are not doing fully right now, we will lose more jobs, more control, and more innovation to others. Without this bill we will be solely dependent on the United States and others for protection of our vehicles and our standards.

It does affect other government policy. Let me point to a program the Conservatives brought in called the ecoAUTO rebate program. This is a blast from the past. This was a government initiative to bring lower-emission vehicles into Canada. I mentioned earlier the fact that Volkswagen ran basically a systematic scam that is now dominating the courts, and the only protection for Canadian consumers is the courts, unfortunately. In the United States there were hearings. In the ecoAUTO rebate program, the Conservatives thought it would be great if consumers purchased lower-emission vehicles. They put out $110 million, and if people's vehicle reached a certain qualification measure for emissions standards and the mileage, then they would get a Canadian taxpayer-funded incentive of $1,000 to $2,000 depending upon the vehicle.

What a wonderful idea it was, when companies decided to take airbags out of their cars to increase mileage by reducing weight. The Yaris, for example, made by Toyota, took the side airbags out, and the ecoAUTO rebate program applied to it. We also had secondary vehicles that could not pass European standards related to emissions sent into Canada and they then received the ecoAUTO rebate. All this was at a taxpayer subsidy, and foreign manufactured automobiles were subsidized by the government.

These are the challenges in why this legislation is so important. If we are going to look at this industry and the high tech that will be necessary in the future, we need to make sure that consumer rights are protected, public safety is paramount, and the minister has the authority through the bill to address some of those issues.

Autonomous vehicles were mentioned earlier. They are coming. In fact some municipalities have become testing zones for autonomous vehicles now. Autonomous trucks will actually be coming to the roadways of our country rather soon. We need to make sure that these laws and orders are in place, because the new technology will need oversight, and that is what the bill provides. We will make sure it provides enough, though.

The House resumed consideration of the motion that Bill S-2, An Act to amend the Motor Vehicle Safety Act and to make a consequential amendment to another Act, be read the second time and referred to a committee.

Arnold Chan

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

Mr. Speaker, I was so moved by the letter, I did not know if I should rise to say anything, but I thank the member for Ajax for reading it.

What is striking about it is the power of analysis and the thoughtfulness of looking at the perils of climate change, technological change, and social reactionary trends and analyzing them at the same time as he was aware that his time with us was running out. His thoughts turned to what we should do as a society, as a human family.

A brilliant mind wrote that letter. It was someone who was fully engaged with the life of the human species as a family on this planet. I will read it over again.

I hope all of us can, as we have said more than once recently, live up to the challenge he put before us.

I really thank the member for Ajax. I certainly would never rise on a point of order that it was not relevant to Bill S-2. It was about time we heard that letter.

Strengthening Motor Vehicle Safety for Canadians Act

[Jim Eglinski, Conservative, Yellowhead, AB]

Mr. Speaker, Bill S-2 could go further. As I said it earlier, we need to really look at what is coming down the road. It is coming so fast that we need to get the legislation in place. Bill S-2 has the right ingredients. It strengthens some of our authorities, which is very necessary. However, it does not go far enough. To go far enough, we need to look at the future. We need to get those regulations in place now. We need to protect the drivers and the public. We need to protect the public and the drivers from the driverless vehicles. We have to ensure everything is safe so this all works together in harmony.