Mr. Speaker, it is said that the road to Hell is paved with good intentions, and the same goes for Bill C-101, which revises the National Transportation Act, especially with regard to rail transport. It is this issue that I will address.
The intention announced by the government in this bill is a good one. In a nutshell, its purpose is to modernize, streamline and deregulate. No one can criticize this, as no one is against virtue. Unfortunately, as is its habit, the government could not resist its usual temptation, which is to encroach on provincial jurisdiction, with an added bonus in that this bill significantly increases its opportunities to engage in patronage.
Plain common sense and efficiency concerns should have led lawmakers to split the rail network clearly and willingly without exception between national railways under federal jurisdiction and intraprovincial railways under provincial jurisdiction. But this would have been too simple, too logical. And how could they resist grabbing a few more powers that should normally come under provincial jurisdiction? That is just unthinkable.
Under this bill, intraprovincial and other short line railways in which national railways have an interest will come under federal jurisdiction. In addition, Ottawa will still have the right to place any short line railway under federal jurisdiction.
Therefore, depending on where their capital comes from and on Ottawa's wishes, intraprovincial short lines will come under two different jurisdictions. How logical can you get?
Clauses 140 through 146 dealing with the abandonment and sale of railway lines could, in return for some improvements, facilitate the establishment of more short line railways, which should revive our dying rail network. From now on-and this is great-, rail companies will have to prepare three year plans specifying which lines they intend to continue operating, which they intend to sell, and which they wish to abandon. When this provision will be fully in effect, short line railway companies will be able to determine which lines they are interested in and to plan accordingly. It seems, however, unrealistic to hope that these plans will be of any use for 1996.
Another thing: some of the deadlines set for potential buyers to make up their minds are surprisingly short. If no private buyer is interested, the company must offer the railway line to the governments. Do you know how many days public authorities will have to make a decision? Exactly fifteen days. This is totally unrealistic.
Finally, it means no more public hearings, where people could explain why a specific line should be kept in service for the benefit of the public, and should therefore be bought by a government, when there is no interested private buyer, given the market conditions. Indeed, how will public authorities have the time to hold hearings and consult the public before making a decision, if they only have 15 days, not to mention the fact that people will also not have time to prepare submissions?
Obviously, the federal government could not care less about the development of those regions which could be affected by the foreseeable reduction in railway services.
I said at the beginning that Bill C-101 provides interesting opportunities for lobbyists and those who rely on patronage. The National Transportation Agency, which will now be called the Canadian Transportation Agency, currently includes nine permanent members and must provide national representation. Under Bill C-101, the agency will only consist of three members and will not have to ensure national representation. The reduction in the number of members will obviously make it easier to lobby and to exert political pressure. I am not making accusations, I am just stating the obvious.
Let me summarize my position. I criticize Bill C-101 for a number of reasons. One is the fact that intraprovincial short line railways are not clearly and unhesitatingly left under provincial jurisdiction. There is also the lack of provisions to truly promote the establishment of regional railways and thus help put the rail transport industry back on track. Another flaw is the fact that, for all intents and purposes, public hearings are excluded, since the unrealistic short time frame given to public authorities to decide whether or not to buy does not allow them to hold such hearings. Finally, there is the composition of the new Canadian Transportation Agency.
These are the four aspects which we will try to improve on through our amendments in committee.
In conclusion, the time had certainly come to streamline the railway legislation and to reduce the responsibilities of the agency. However, the priority given to unstated political motives, over the rational objectives stated, once again results in the government partly missing the target. My colleague, the hon. member for Beauport-Montmorency-Orléans, and myself will propose, in
committee, amendments designed to put this exceedingly political legislation back on track.
I am most willing, however, to admit that I should be thanking the Minister of Transport instead of criticizing him. Thanking him, yes, for providing new evidence that under the federal system Quebec has no hope whatsoever of one day seeing an end to the subordination of the logic of public interest to political interests. This will be possible only in a sovereign Quebec.