Mr. Chair, perhaps I could just start at the beginning and explain the initial rationale for the amendment to Bill C-30, in clause 5. It is indeed as all three members who have spoken have emphasized.
To make explicit the desire that the test for equivalency be an effects-based test, CEPA, since 1988, has had an equivalency agreement authority in it. Since 1988, the federal government has only entered into one equivalency agreement with provinces and territories. We believe the rationale for that is at least twofold.
One reason is that, quite frankly, there has not been a lot of overlap and duplication, and therefore not a lot of need for equivalency yet. However, once we enter into the realm of air regulation and greenhouse gas regulation, we are certain to be into a world of potential overlap and duplication. So we see that dynamic changing.
The second reason we have not had a lot of interest in equivalency agreements—and this is told to us by the provinces—is that they perceive, or at least some of them perceive, the test that is in CEPA now to be a form-based test. In other words, they read the test to mean that they need a regulation where we have a regulation. Of course, in the world of air pollution, most provinces don't regulate air pollution by means of regulation. They have statutory authority to issue permits, licences, certificates of approval, into which they impose conditions on air emissions. So if you don't have a regulation and the test says you need a regulation, then no matter how stringent your rules are, you can't qualify. It's our view that the existing test doesn't actually require provincial regulations. Nonetheless, that's the perception. So what we tried to do in Bill C-30 is clarify that we're looking for equivalent outcomes or equivalent effects. That's what Bill C-30 does.
I read the government's amendment, as Mr. McGuinty and Mr. Cullen are also reading it, as an attempt to clarify what we mean by “effects” and an attempt to clarify that we're looking for equal or better for the environment or human health. So I think we're all on the same page in terms of the objective.
Mr. McGuinty asked about some of the wording here. In the wording in Bill C-30, in proposed section 10, the test is that “the Ministers and the government agree” that there are provisions, “the effects of which are equivalent”. So whereas this says “the effects of which will demonstrably provide”, “demonstrably provide” is a legal term of art that establishes a much higher test than “the Ministers...agree”. As Mr. McGuinty has suggested, that would make any decision to enter into an equivalency agreement much more open to judicial review, and once being judicially reviewed, a judge would have more rights to dig into the rationale for the agreement. If the legal test is one of essentially ministerial discretion, the courts tend to pay a good deal of respect and give the minister a good deal of leeway.
Once you start establishing a test like “demonstrably provide”, and “quantifiable effects”, then you're inviting a court to dig into the rationale for the agreement. So yes, I think it's our view that this would open an agreement to more judicial review. It's clearly up to you to decide whether that's what you want or not.
You also asked, Mr. McGuinty, about the test of “quantifiable effects”. I think there's a little vagueness here, because it's not clear on what—the quantifiable effects of the regulation on what? Is it on the regulatee, or on the ultimate objective, the environment or health? So that is something that is vague at the moment.
Frankly, I'm not sure what the final clause means. On what we're getting at here, when we have policies on how we will look at equivalency, we want to know the likelihood that a rule will be complied with, not just that you have it on the books.
The example I've given many people is that some time ago--as anybody knows who has driven in the United States--the U.S. passed a law that the speed limit would be 55 miles an hour on all highways. Some of the northwestern states are major thoroughfares for truckers, and at least one of them said, “Fine, you're telling me I need to have 55 miles an hour on my highway. I'll do that, but the fine will be $10.” So they meet the test, they have the law, but they're not going to enforce it.
We would want to know that the province not only has a law on the books, but will enforce it. I'm not sure this test puts that criterion into law effectively. At any rate, in the department to date we've chosen to leave that as something we will look at as a matter of policy, rather than trying to codify it.
I believe that's the intention here--to get at that issue of likelihood of compliance. If it is, there may be a way to clarify that.