Madam Speaker, I thank you for your clarification. Let me get to the essence of the whole debate here tonight.
I remind the House that last November and December the Standing Committee on Industry had already begun reviewing Canada's productivity and competitiveness with respect to shipbuilding. I want to make it crystal clear that the member's motion comes a little bit too late, as I said earlier. Let me emphasize the valuable work already done by the Standing Committee on Industry.
Before taking a few moments to review the testimony provided during the hearings, I want to once again remind all members that there is a national shipbuilding policy in Canada and it includes the following support. They said there is no shipbuilding industry. There is an accelerated capital cost allowance for Canadian built ships; a 25% tariff on most non-NAFTA ship imports; domestic procurement by the federal government in the hundreds of millions of dollars; Export Development Corporation financing for commercially viable transactions; and a very favourable research and development tax credit system.
These are the very elements that the industry committee has examined. On November 16, the first day, the committee heard from several government officials. Committee members were provided with a global portrait of the shipbuilding industry. We have to look at it in that context, one in which most shipbuilding today is done in Asia, Japan, South Korea and increasingly I might point out in China. These governments heavily subsidize the sector.
The Japanese have built a strong niche in the construction of large vessels and have managed to hold on to that niche. The newly developed countries see shipbuilding as an outlet for their steel production and steel production is a key to their industrial development. Other countries, including the United States, have non-tariff barriers to buying foreign built ships.
Officials also maintain that overcapacity has been a problem for Canada's shipbuilding industry today. For some time now the industry has been undergoing rationalization. Officials have suggested that the industry itself acknowledges that rationalization has improved its competitiveness.
On a more positive note, officials pointed out in committee that the Canadian manufacturers are on a par with just about everyone in the world when it comes to designing innovative products, manufacturing them efficiently and marketing them to the world. They said that there are niche opportunities for the Canadian shipbuilding industry. Ice-breaking vessels, ferries, offshore equipment and self-unloading vessels are areas in which we have a great international reputation. We are also well regarded as builders of military frigates. Unfortunately there is not that big of a market for them.
Officials from the Export Development Corporation also appeared before the committee. They reported that EDC has concluded 17 transactions with the shipbuilding industry for a total of $247 million worth in business. Here is one government program which indeed is showing a positive result.
Finance officials also explained how Canada's tax system supports shipbuilding, including giving the industry a higher capital cost allowance and noted that Canada has the most generous R and D regime in the G-7.
During the hearings the hon. member for Fundy—Royal referred to the financing available in the United States under the title XI program. I remind the hon. member for Fundy—Royal of his exchange with the finance officials concerning his suggestion that Canada should provide a combination of lease financing and accelerated depreciation. The hon. member also may believe that in providing these incentives the government would end up increasing federal revenues because there would be more economic activity. Finance officials clearly pointed out in their reply that rarely does the government's return on such incentives amount to more than a fraction of the amount of taxpayer moneys committed.
These are some of the points raised in the first day of the standing committee's hearings on shipbuilding. As you can tell, Madam Speaker, we had a vigorous and exciting debate during that session.
The standing committee went on to hear testimony from labour organizations including the Canadian auto workers, the Marine Workers' Federation of the CAW and the ship workers union of Lauzon. We were presented with a document entitled “The Shipbuilding Strategy for Canada” which talked about the need for a level playing field, emphasizing the role of the Jones Act in the United States in closing its markets to Canadian built ships. They offered suggestions including financing terms that would be similar to what the Americans have with their title XI program. Once again the committee had a very probing, thought provoking exchange with the shipbuilding industry.
On December 14 the standing committee met for a third time on the topic of shipbuilding to hear from industry representatives. The Shipbuilding Association of Canada spoke of the impact of subsidies on the market and the need for competitive financing arrangements. He referred specifically to the title XI financing of the American shipbuilding industry. The Chamber of Maritime Commerce spoke also about the advantages that labour practices and low labour rates give the shipbuilding industry in newly developed countries.
I would like to close by thanking the member for bringing forward the motion and giving us the opportunity to debate this issue in the House and the opportunity for the government to put some of the data on the floor.