Bill C-39

Building Canada Strong Act

An Act respecting certain measures to strengthen the economy

Part 1 implements certain measures in relation to project evaluations.
Division 1 of Part 1 amends the Impact Assessment Act to, among other things,
(a) provide that the Canadian Nuclear Safety Commission is to conduct the impact assessment of a designated project that includes activities that are regulated under the Nuclear Safety and Control Act ;
(b) authorize the Minister of the Environment to grant certain federal authorizations that are required in respect of a designated project at the same time that the Minister issues a decision statement in respect of the project;
(c) ensure that a decision statement in respect of a designated project for which the Impact Assessment Agency of Canada conducts the impact assessment is issued within one year after the proponent provides the required information or studies;
(d) provide for the coordination of the impact assessment of designated projects and the review processes for certain federal authorizations that are required in respect of those projects; and
(e) provide for the coordination of consultations with Indigenous groups.
Division 2 of Part 1 amends the Building Canada Act to, among other things,
(a) establish, for certain types of projects located within a region of national interest, a similar framework to the one applicable to national interest projects;
(b) allow the minister designated under that Act to add, remove or amend any condition in respect of an authorization that was granted for a national interest project before the name of that project was added to Schedule 1 to that Act;
(c) ensure that obligations to make information public associated with decisions made under that Act are administratively feasible; and
(d) authorize the Governor in Council to add the name of a region to a new schedule to that Act if the Governor in Council is of the opinion, having regard to certain factors, that the designation of that region is in the national interest.
Division 3 of Part 1 amends the Canadian Energy Regulator Act to, among other things,
(a) ensure decisions in respect of pipelines, designated power lines and offshore renewable energy projects are issued within one year of receiving the required information and studies;
(b) provide for the coordination of consultations with Indigenous peoples of Canada in respect of pipelines, designated power lines and offshore renewable energy projects;
(c) provide for the coordination of federal authorizations in respect of pipelines, designated power lines and offshore renewable energy projects with federal authorities;
(d) provide that the Commission is the sole assessor of applications in respect of pipelines, designated power lines and offshore renewable energy projects;
(e) provide authority for the Commission to
(i) make decisions in respect of applications relating to pipelines, designated power lines and offshore renewable energy projects, unless otherwise specified in the Act,
(ii) exempt certain pipelines or branches of or extensions to pipelines from the application of certain provisions, and
(iii) integrate a detailed route hearing into an ongoing hearing; and
(f) provide that the Governor in Council is to determine whether certain pipelines and designated power lines are in the public interest.
It also makes consequential amendments to the Federal Courts Act and the Northern Pipeline Act .
Division 4 of Part 1 amends the Canadian Navigable Waters Act to require the Minister of Transport to, among other things, take into account the feasibility of the terms and conditions in respect of an approval relating to certain works. It also transfers to that Minister the power to exempt bodies of water from the application of certain provisions of the Act if that Minister is satisfied that it would be in the public interest. Finally, it allows the Governor in Council to make regulations to exclude structures, devices or other things from the definition “work” to avoid duplication with other Acts and regulations.
Division 5 of Part 1 amends the Canadian Environmental Protection Act, 1999 to, among other things,
(a) ensure that environmental protection compliance orders may be issued with respect to any thing to which that Act applies and to non-continuing offences, including with respect to contravening imports;
(b) broaden the scope of such orders by permitting an enforcement officer to direct a person to take additional measures, such as managing contravening imports in the manner specified in the order, returning them to their place of origin or removing them from Canada; and
(c) provide that certain permits issued under that Act may, in certain circumstances, be valid for more than one year.
Division 6 of Part 1 amends the Species at Risk Act to, among other things, require the competent minister to take into account the feasibility of the terms and conditions in respect of certain agreements and permits.
Division 7 of Part 1 amends the Fisheries Act to, among other things,
(a) modify the fish habitat bank regime to allow for the use of habitat credits by third parties;
(b) authorize the making of regulations respecting the circumstances in which a person who is authorized to carry on a work, undertaking or activity may pay a fee to offset adverse effects on fish and fish habitat and provide for these fees to be credited to the Environmental Damages Fund; and
(c) transfer certain regulation-making powers from the Governor in Council to the Minister of Fisheries and Oceans.
Part 2 implements certain measures in relation to supply chains.
Division 1 of Part 2 amends the Department of Transport Act to provide the Minister of Transport with the power to establish a transportation project office that coordinates review processes for federal authorizations and consultations with respect to transportation projects.
Division 2 of Part 2 amends the Canada Transportation Act to, among other things,
(a) provide that the Minister of Transport may designate geographic areas as trade corridors and establish the National Trade Corridors Council, whose mandate is to monitor the movement of goods in trade corridors, analyze disruptions that may affect trade corridors and make recommendations and provide advice to that Minister;
(b) provide that Minister with the authority to make regulations to give effect to international standards or ensure compliance with Canada’s international obligations;
(c) expand the purposes for which that Minister may request that federal departments and agencies provide information that has already been provided by regulated entities to those federal departments and agencies;
(d) clarify the application of the requirement to notify that Minister of proposed transactions involving transportation undertakings;
(e) reduce the threshold for the requirement to notify that Minister and the Commissioner of Competition of proposed transactions involving transportation undertakings situated in a “port”, as defined in section 5 of the Canada Marine Act ;
(f) provide that that Minister may, for any purpose related to transportation security or safety, to the integrity of the national transportation system or to public safety or for any purpose specified by order, grant, suspend or cancel security clearances;
(g) authorize, for the purposes of administering and enforcing the security clearances regime, certain individuals or entities to collect information from and disclose information to each other;
(h) authorize the Governor in Council to make regulations respecting security clearances;
(i) expand the exceptions to the requirement to obtain the Canadian Transportation Agency’s approval for the construction of railway lines; and
(j) establish, for a period of four years, a zone in Manitoba, Saskatchewan and Alberta in which any interswitching that occurs is subject to the rate determined by the Canadian Transportation Agency.
Division 3 of Part 2 amends the Canada Marine Act to, among other things,
(a) authorize the Governor in Council to allow a port authority to enter into joint-liability arrangements and to create entities other than wholly-owned subsidiaries to undertake activities within or outside the limits of the port;
(b) authorize the Minister of Transport to appoint certain directors of a port authority;
(c) add principles that a port authority must observe when fixing port fees and expand the grounds on which a fee-related complaint may be filed with the Canadian Transportation Agency;
(d) authorize the Governor in Council to appoint, in certain circumstances, an administrator for a not-for-profit corporation that has entered into an agreement in respect of the St. Lawrence Seaway;
(e) authorize that Minister to terminate such an agreement or any part of one and provide for a dispute resolution process to deal with any disputes arising from the termination; and
(f) authorize that Minister to require that any of the following persons take measures to prevent or mitigate certain threats or stop any activity that would contribute to such threats:
(i) a port authority,
(ii) a person in charge of a port facility,
(iii) a person responsible for the management and operation of all or part of the St. Lawrence Seaway or for any works, undertakings or property used in the operation of the Seaway,
(iv) an occupier or person in charge of any federal real property, or any federal immovable, that is subject to being administered under Part 3 of that Act.
It also makes consequential amendments to the Port Authorities Operations Regulations .
Division 4 of Part 2 amends the Marine Liability Act to, among other things,
(a) modify the definition “receiver” to refer to the person who physically receives bulk hazardous and noxious substances carried by sea as cargo and discharged at a port or terminal in Canada; and
(b) harmonize the inspection and enforcement provisions relating to that person.
It also makes related amendments to the Safeguarding Canada’s Seas and Skies Act .
Division 5 of Part 2 amends the Coasting Trade Act to allow foreign ships or non-duty paid ships to engage, without a licence, in activities in response to a declared emergency.
Division 6 of Part 2 repeals the Shipping Conferences Exemption Act, 1987 and makes a consequential amendment to the Access to Information Act .
Division 7 of Part 2 amends the International Bridges and Tunnels Act to allow the Minister of Transport to make certain decisions that were previously made exclusively by the Governor in Council.
Division 8 of Part 2 enacts the Enabling Digital Trade Act which, among other things,
(a) sets out the rules for the use of electronic trade documents as the functional equivalents to paper trade documents that are related to trade in goods;
(b) eliminates the requirement to provide information to the Government of Canada in physical form in relation to the importation or exportation of goods; and
(c) permits a federal minister, or an officer or employee of a department or agency of the Government of Canada, to disclose information that is related to the importation or exportation of goods if the receiving minister, department or agency of the government is permitted by law to collect that information.
Part 3 implements certain measures related to the work force.
Division 1 of Part 3 amends the Canada Labour Code to, among other things,
(a) establish new requirements and timelines related to collective bargaining;
(b) provide for the transfer of certain rights in the context of certain contractors being replaced by new contractors;
(c) establish new requirements and authorities in relation to entering into first collective agreements;
(d) provide that the Canada Industrial Relations Board may certify a trade union as the bargaining agent for existing bargaining units in certain industries in certain geographic areas on application of two or more employers, on referral of the Minister of Labour or on that Board’s initiative;
(e) confer on the Minister of Labour the power to appoint a special mediator to assist parties in settling a dispute that arises in connection with the entering into, renewal or revision of a collective agreement; and
(f) establish new requirements for that Minister to direct the Canada Industrial Relations Board to take measures under section 107 of that Act.
It also makes consequential amendments to certain regulations.
Division 2 of Part 3 amends the Canada Labour Code to, among other things,
(a) authorize the Head of Compliance and Enforcement to issue a settlement enforcement order requiring an employer or director of a corporation to pay any outstanding amounts that are to be paid under a settlement with an employee; and
(b) permit an order to debtor to be issued, in certain circumstances, before a settlement enforcement order or payment order has been issued.
Division 3 of Part 3 provides that Division XIII of Part III of the Canada Labour Code does not apply to an employer and employees who are parties to a collective agreement that confers rights and benefits at least as favourable as those conferred by that Division XIII with respect to medical leave of absence with pay.
Division 4 of Part 3 amends the Wage Earner Protection Program Act to, among other things, define the term “former employer” for the purposes of that Act and to specify that the Minister may confirm, vary or rescind a determination of eligibility even without a request for review.

Building Canada Strong Act

[Martin Champoux, Bloc, Drummond, QC]

Madam Speaker, I actually get the sense that Stephen Harper was more to the left than the current Prime Minister. The more time goes by, the more the measures this Prime Minister is putting in place that make me think that the Conservatives are jealous that he is not on the right side of the House based on his political stripes.

Bill C‑39, which we analyzed with our teams, as I am sure the Conservatives did as well, contains things that seek to destroy or circumvent the laws that are there to protect the public, the environment and workers. I do not know what the Conservatives find in this bill that deserves support, aside from the fact that it goes way too far.

I want to hear my colleague's thoughts on the fact that we have a government that is proposing legislation that, in my opinion, goes beyond even what Conservatives have been calling for for years.

[Melissa Lantsman, Conservative, Thornhill, ON]

Madam Speaker, the member is certainly right that there are concerns with the legislation. A major concern with the legislation is it is not going to deliver what it says it is going to deliver. We saw that in the past. We see that with the Major Projects Office. We see that with Bill C-5. Now we see it potentially with Bill C-39.

As I said before, we are going to take the time to scrutinize the legislation and look for pieces in the legislation that we can improve. Once it gets to that legislative committee, we are going to propose the amendments necessary to actually get shovels in the ground instead of promises into people's pockets.

[Gord Johns, NDP, Courtenay—Alberni, BC]

Madam Speaker, over the summer, the government consulted with labour, unions and different organizations. Federal unions have been calling for section 107 of the Canada Labour Code to be removed after governments, especially the Liberal government, have used it to order workers back to work and undermine their collective bargaining rights.

The government is proposing new language, as we know, around section 107, and calling these changes “guardrails”. However, unions are telling us these changes could actually weaken workers' bargaining power. Organized labour still has no answer on who brought these ideas forward and who asked for these changes.

The Conservatives are saying they are friends with labour. Do they support these changes or do they know who asked for these changes?

[Melissa Lantsman, Conservative, Thornhill, ON]

Madam Speaker, it is not about whether we are friends with labour. It is about whether labour supports a party that supports it. In the last election, it certainly came over in droves and the member knows it.

I wish the member would speak this vigorously against the inflation that is driving down the paycheques of every single worker in this country. I wish he would stand up for labour when it comes to the fact that its buying power is not nearly as much because of the government's spending. I wish he would stand up for labour.

[Burton Bailey, Conservative, Red Deer, AB]

Madam Speaker, the Prime Minister has been known for the phrase, “We will build at speeds not seen in generations”. The last time the government promised speeds not seen in generations, it was with Bill C-5. The Major Projects Office, 18 months later, has issued zero permits and zero workers are on the ground.

What good is this bill if the first one did not get anything built?

[Melissa Lantsman, Conservative, Thornhill, ON]

Madam Speaker, if the Liberals' past behaviour is any indication of their future behaviour, I am not sure we have much to look forward to. As an opposition, we are going to fight to get projects built and we are going to fight for every single Canadian to live an affordable life in this country.

[Mike Kelloway, Liberal, Parliamentary Secretary to the Minister of Transport]

Madam Speaker, Bill C-39, the building Canada strong act, is a crosscutting piece of legislation that would unlock Canada's maritime potential, reduce supply chain restraints at our major international trade gateways and position the Canadian maritime sector to enable our ambitious trade diversification agenda to double Canada's non-U.S. exports within a decade. Our government's trade diversification strategy is working. In 2025 alone, Canada's exports to non-U.S. markets increased by 11.1%, reaching 32.8% of total Canadian exports, the highest share in over four decades.

Canada's ports are the gateways that make things happen, bringing Canadian products to markets around the world and building Canada's economic sovereignty. In order to meet our objectives and double our non-U.S. trade, it is essential that we have reliable, efficient and secure marine transportation systems to connect Canada to the foreign markets that want Canadian grain, Canadian energy or the thousands of other products that we proudly produce in this country.

Let me start by discussing Canada's port authorities. Canada's port authorities are at the heart of global trade for Canada and transport networks serving as critical nodes that connect Canadian businesses, Canadian farmers and Canadian producers to key international markets. Collectively, the 17 Canada port authorities facilitate the movement of containerized bulk and energy products that underpin our economic growth. To ensure that Canada port authorities are positioned to enable trade diversification and have the flexibility to react to changing international trade patterns, the building Canada strong act would give port authorities the tools and financial flexibility to operate within an increasingly complex marine environment, while ensuring greater transparency and accountability for marine terminals, shippers and other port users.

The proposed amendments in this bill would enable Canada port authorities to become commercially oriented and empower them to attract the investment capital necessary to build the next generation of Canadian marine terminals such as Roberts Bank Terminal 2 at the port of Vancouver and Contrecœur at the port of Montreal. To support these types of generational infrastructure projects, the proposed bill would facilitate corridor-level planning to better situate commodities and ensure that Canada port authorities are working together rather than competing with each other for similar business lines.

The proposed legislation would also enhance the ability of Canada port authorities to act on commercial opportunities and generate revenue by allowing joint ventures with private and public entities as well as enabling increased collaboration between port authorities. Other amendments would support improvements to the borrowing processes for Canada port authorities and reduce regulatory burden to allow for one project, one review, while others would close data and information gaps.

With these proposed tools and financial opportunities, it is more important now than ever to ensure that those in leadership positions at Canada port authorities have the right technical and business-oriented skill sets to set strategic direction and strengthen existing operations. This is why the bill would modernize the governance of our ports through new skill matrices for appointments. Taken together, these proposals would enhance the fiscal and governance tools available to Canada port authorities while ensuring that port authority boards are properly equipped to invest in critical port infrastructure to meet and exceed Canada's export trade goals.

Ensuring that Canada port authorities have the right governance and operational tools is only part of the equation. To remain competitive and meet the growing trade demands, ports must also be able to attract and leverage investments to modernize infrastructure, expand capacity and strengthen supply chain resilience. Given the critical nature of our port facilities, these investments need to bring tangible benefits to the country and serve the best interests of Canada and Canadians.

Currently, under the Canada Transportation Act, the Minister of Transport can review investments, acquisitions and mergers involving transportation undertakings that are at or above $93 million. Although the threshold captures major investment, it would not capture situations such as when a series of smaller investments cumulatively results in a large foreign investment in specific terminals or marine assets. As such, the government is proposing to broaden the scope of transactions eligible for review by reducing the notification threshold to $10 million to ensure these investments involve transportation undertakings and are in the interest and at the heart of Canadians.

We must also ensure that the government is well positioned to respond to emerging threats and risk to marine transportation systems. This very important. Security events can have a significant impact on port and marine operations, which impact the efficiency and reliability of Canada's supply chains. Concerns over security issues, including a dated regime, can lead to the perception that Canada is a weak link. Such perception could adversely affect Canada's relations with other trading partners and have a significant impact on future opportunities for economic growth and development.

Canada's marine system needs a modern security framework to adapt and respond to increasingly complex challenges. The proposals in this bill would provide the government with a modern suite of authorities and tools to effectively administer Canada's marine security framework and respond to emergency security threats. Information sharing would be enhanced across marine security partners and allow the Minister of Transport to enter into agreements with third parties and other departments to increase enforcement capacity and ensure critical provisions, such as cybersecurity protections, are being effectively met by the operators. Together, this would promote a more effective response to marine security threats and risks.

Through this bill, we would also be seeking to equip the Government of Canada with new tools to support stable and continued operations at the St. Lawrence Seaway. These new tools would give the government needed authorities to safeguard seaway operations in exceptional circumstances to protect operational continuity for this important sector. This includes authorities aimed at reducing disruptions to navigation, such as the authority to appoint an administrator in place of the St. Lawrence Seaway Management Corporation board in certain circumstances, and requirements to terminate the operator agreements, supported by the structure and dispute resolution when needed.

As we modernize and backstop the St. Lawrence Seaway, it is equally important that the Government of Canada have the tools necessary to respond quickly and effectively to emerging challenges across the marine transportation system. The building Canada strong act, therefore, complements the measures for the seaway and Canada port authorities by giving the Minister of Transport the power to respond to situations where there is an immediate, imminent and serious threat to ports, the seaway or supply chains. The ministerial order power would allow the minister to safeguard supply chains during a crisis. This could include, for example, pandemics, trade disputes, global conflicts or natural disasters. An order made under these provisions might require a port or the seaway operator to take any measure, including corrective measures, that the minister considers necessary to prevent or mitigate a threat, but would not be used in the event of a labour action or strike.

These measures directly respond to the needs of Canada port authorities. Ports across the country support this plan. The Association of Canadian Port Authorities has applauded the government for focusing on the transportation system and creating the conditions for investment in the infrastructure Canada needs.

This bill is a practical and forward-looking piece of legislation that recognizes the critical role Canada's marine transportation system plays in supporting economic growth, trade diversification and national supply chain resilience. By modernizing the governance and financial frameworks of Canada port authorities, strengthening oversight of transportation investments and equipping the Minister of Transport with targeted tools to respond to emerging threats, this legislation would help ensure Canada's marine gateway to remain competent, competitive, secure and efficient.

[The Assistant Deputy Speaker (Alexandra Mendès), Alexandra Mendes]

It is my duty, pursuant to Standing Order 38, to inform the House that the questions to be raised tonight at the time of adjournment are as follows: the hon. member for Regina—Lewvan, The Economy; the hon. member for Riding Mountain, Health; the hon. member for St. Albert—Sturgeon River, Public Services and Procurement.

[Dan Albas, Conservative, Okanagan Lake West—South Kelowna, BC]

Madam Speaker, it is certainly a pleasure to hear the parliamentary secretary speak on Bill C-39 today. Specifically in part 3, there is a provision in regard to geographic certification.

As I know the parliamentary is well briefed and well versed on all the things that are in this bill, could he please explain to the Canadian public exactly what the significant changes are to geographic certification and whether or not the Minister of Justice will be tabling a charter statement on Bill C-39, particularly section 3, on behalf of the government?

[Mike Kelloway, Liberal, Sydney—Glace Bay, NS]

Madam Speaker, it is great to see the member, whom we spend a lot of time with in committee, here today to ask that question.

I will leave it to the justice minister to talk about that, but when it comes to this particular piece of legislation, the very fact that we are looking at regional trade corridors is really important for developing growth and a systemic and integrated plan for supply chains with Canadian jobs and workers for Canadian businesses and all Canadians.

[Andréanne Larouche, Bloc, Shefford, QC]

Madam Speaker, I thank my colleague for his speech, but despite what my colleagues have been saying for a while, they are trying to downplay the impact on labour rights. We are being told that environmental rights are not being rolled back.

I think that environmental and labour groups will do their job and that, when we measure the scope of all this, we will truly realize that we have a government that is undermining democracy.

In addition to a crushing rollback of workers' democratic rights and environment laws, there is also an encroachment on Quebec's jurisdictions. What is more, the government is not respecting jurisdictions.

The Liberal government is creating a new and umpteenth transportation structure: the national trade corridors council. What does that mean? We in the Bloc Québécois refuse to allow the federal government to subject businesses to rules when, once again, they do not fall under its jurisdiction over transportation.

In the end, we are really going backwards. What does he have to say about this jurisdictional encroachment?

[Mike Kelloway, Liberal, Sydney—Glace Bay, NS]

Madam Speaker, one thing that seems to be missing over the last four days is the “why”. Why are we doing this? The Prime Minister spoke to it at Davos when he talked about a rupture in the economy and how the only thing we can control is what we can control as a country. That means working with the provinces, with Canadian businesses and indeed with Canadian workers to ensure that we are evolving our economy and putting the steps in place to make sure that happens. That does not happen without Canadian workers, unionized workers. I come from Cape Breton Island. Cape Breton Island was built on unionized workers; so was Canada and so will Canada.

[Kristina Tesser Derksen, Liberal, Milton East—Halton Hills South, ON]

Madam Speaker, for me, the underlying sentiment of this bill is about unity. It is about Canadians coming together regardless of political affiliation or background and understanding that it is a pivotal time for our country to have national unity.

Just a few moments ago, the opposition member for Thornhill mentioned the lasting legacy of former prime minister Stephen Harper. Former prime minister Harper delivered closing remarks at the Canada investment summit recently. I would like to ask my colleague, the parliamentary secretary, what he thinks it means to Canadians and what it means to him and the people in his riding that a former Conservative prime minister delivered remarks with such an undercurrent of unity, of coming together for Canada and of support for the investment summit that was held by our Prime Minister?

[Mike Kelloway, Liberal, Sydney—Glace Bay, NS]

Madam Speaker, I will go back to Cape Breton for a second to tie this together. My father was in charge of mine rescue for about 35 years. He trained the individuals who went underground to save or recover folks, and he often talked about the idea that crisis reveals character. I see with leadership here in the House and leadership outside of the House, and I will give former prime minister Harper his due, that crisis reveals character.

We are at an inflection point in this country that requires all of us to come together and work together. That does not mean we cannot be questioned, but cynicism never created a business, cynicism never built a house, cynicism never fed a hungry child and cynicism is not what is going to build this country.

[Kyle Seeback, Conservative, Dufferin—Caledon, ON]

Madam Speaker, I feel like I have been here before, because we debated a bill that was supposed to get things built about 18 months ago, and not only get things built, but get things built at speeds we had never seen before. Unfortunately, what we saw were things getting built at the exact same speed they have been built for 11 years under the Liberal government. Not a single new project was approved by the so-called Major Projects Office and not a single new shovel was put in the ground.

Here we are again. We are back. We are looking at another Liberal piece of legislation that is supposed to accelerate building in this country, but if we go back to Bill C-5, let us also not forget that it was supposed to be the One Canadian Economy Act. It was supposed to remove interprovincial trade barriers, all of that by July 1, 2025. The last time I checked, we are in September 2026, and all of the interprovincial trade barriers are still there, which brings us to where we are today.

The Liberal government is all talk, no results. I will give the Liberals this. They are very good at the talk part. There are lots of photo ops, lots of announcements and lots of fancy backdrops making it look like they are building something that get taken down a few days later. They are very good at all of that, but when it comes to actually delivering for Canadians, this is where the rubber hits the road and they significantly fail.

What we have seen in this country is an inflationary and cost of living crisis that this country has never seen before. Every single day, Conservative members get up in the House of Commons to ask questions based on conversations they have had with real Canadians, people who are struggling every single day to put food on the table and struggling every single day to pay their rent or mortgage. That is the legacy of the government, not the fancy photo ops and not the fancy words that ministers get up to say in the House of Commons day after day.

What I want to talk about in particular today is part 3 of this gigantic omnibus piece of legislation. I want to start off by saying this. Canada has never seen more labour disruptions in 40 years than it has under the Liberal government. Do members want to know why? A huge part of it is the cost of living crisis created by the Liberal government, with the terrible management of the economy over the last 11 years that has led to workers all across this country, our friends and neighbours, fighting hard for better wages so they can put food on the table. What we saw were labour and unions fighting for better wages, better benefits and things for their members, and fighting hard.

Because of the ham-fisted approach of the Liberal government, labour relations in this country have never been worse. We saw record use of section 107 by the Liberals. I lost count of that. They used it 13 times in 18 months or something like that. They often used it pre-emptively. In fact, they used it pre-emptively on flight attendants who were fighting to get rid of unpaid work. Think about that for a second.