Madam Speaker, I will be sharing my time with my colleague from St. Albert. It is an honour and a privilege for me to rise today to give my third maiden speech.
I take the opportunity at the outset to thank my constituents, the people of Prince George—Peace River, for again entrusting me with the task of representing their interests here in the House of Commons and elsewhere. I made a pledge when I first ran in 1988 to represent my constituents to Ottawa and never to represent Ottawa to my constituents. Today I recommit to abide by that promise.
I wish I had enough time to thank the dozens of people who worked on my campaign adequately, not just in the last campaign but over four successive ones. If I were to start naming the individuals who were so instrumental in my being here today, it would take the entire 10 minutes or more.
The throne speech was a shining example of a government devoid of ideas, reticent of the realities its citizens face, and committed to doing the bare minimum in order to remain in power. That simply is not good enough. Canadians deserve more from their government and we in the Canadian Alliance are demanding it on their behalf.
At the beginning of the 37th parliament I am pleased to have been reappointed the chief opposition transportation critic. As a critic my job is not only to critique the actions and policies of the government but to provide an alternate vision for transportation to meet the economic and safety needs of Canadians.
I am not fluent in vague, so it has been very difficult for me to decipher what, if anything, of substance was contained in the throne speech. Since the government has left the entire speech open to interpretation, I will discuss the Canadian Alliance vision and its plan to meet Canada's actual transportation needs. I will not discuss rail or grain transportation, as my colleagues from Prince Albert and Selkirk—Interlake have either already done so or will do so in the near future.
There is no question that the new economy is an engine of growth for Canada. That does not mean, however, that Canada's traditional resource based industry should be abandoned in the process. The throne speech was all about the information highway and nothing about the Trans-Canada Highway.
The best way to promote innovation, growth and development in all parts of our economy is to establish an efficient transportation infrastructure system that will meet the needs of large industry, small business, e-business, agriculture and natural resource extraction.
The Internet and e-commerce require the ability to get products to the consumer faster. People go online and point and click in order to get immediate gratification, but we must be able to physically deliver products and services faster to meet the demands.
There is a commercial on television which sums up the government's approach to the new economy. The commercial shows a roomful of techies talking about their new business and all the innovative Internet functions it can perform, until one of them asks “What about delivery?” The fact that they needed to get their product to the consumer had escaped them. So too has it escaped the government.
To date the government has all but ignored our deteriorating infrastructure. Canada's highways, ports and airports are falling apart while we pay multiple levels of taxes and user fees which stuff the general revenue's piggy bank.
Taxes are an investment in society. Canadians deserve a return on their investment. They deserve safe roads and affordable air travel, and they should not have to pay more for it. I recommend that the government spend money, not new money, but reinvest the money collected from the transportation sector back into that sector.
The very thought of so-called dedicated revenues sends shivers down spines in the finance minister's office because it limits political choices the government can make about spending. The improvement of our infrastructure is vital to our future prosperity, and as such funding should be dedicated.
The United States, our greatest trading partner and competitor, is way ahead of us in this area. In 1998 the U.S. passed the transportation and equity act for the 21st century. That bill invests $217.9 billion over six years into infrastructure, a large portion of which is for roads connecting its borders to Canada and Mexico. That bill legislatively guarantees that a minimum of 90.5% of federal fuel tax receipts from each state will be returned to that state. That is foresight. That is what we need from our government.
The federal government brings in about $5 billion a year from fuel taxes and last year reinvested less than $200 million in roads. That is only 4%. The Americans spend 90%. We spend less than 5%.
NAFTA has augmented the amount of goods that cross our borders daily. It is essential that the trade corridors through which the economic lifeblood of our country flows be as efficient as possible. We must reinvest in trade corridor initiatives that will improve just in time manufacturing and the other demands of the new economy. Why was there no mention of this in the throne speech?
Recently President Clinton signed the rails to resources act aimed at creating a rail link between Alaska and the lower 48 states through Prince George. A second phase would involve a 90 kilometre tunnel under the Bering Strait. Phase one of this initiative is a tremendous opportunity for Canada, and in particular for northern British Columbia. The city of Prince George in my riding would benefit from the increased hub traffic.
I have spoken to Mayor Colin Kinsley and the Prince George city council about this prospect and they are excited about the potential for growth. Of course, the port of Prince Rupert would also benefit from the increased volume as it is presently underutilized.
The U.S. has set aside $5 million for feasibility studies. All that is required is Canada's agreement to study the project. I believe it would be a huge mistake and an enormous lost opportunity to refuse to consider the proposal.
Not only is there a vision needed for the future but a plan for fixing the mistakes of the past. When Transport Canada was still in the business of running airports, it lost upward of $300 million a year. As a result of divestiture rents collected from the 26 major airports it currently collects $220 million a year, and this will grow to half a billion dollars a year.
This profit is gathered through fuel taxes, ticket taxes, airport leases and the GST, resulting in consumers and smaller airports bearing higher costs. As operating costs and hubs increase, so too does the cost of tickets to and from smaller destinations. This has reduced the number of people able to fly and reduced the amount of tourist dollars spent in local economies. However, the airport user fees are only one of the problems facing Canada's airline industry.
Airline restructuring is creating chaos for the travelling public and is hurting the tourism industry. Government is supposed to protect consumer interests. It has had many options to avoid the present monopoly, including increasing foreign ownership limits for our airlines to better access capital. Instead it chose the wait and see approach, and what have we seen? We have seen a decline in competition, a reduction in service, lost jobs and an increase in fares.
What of the emerging airlines? The government must do all it can to ensure that the emerging airlines are unencumbered in their ability to expand while protected from predatory practices.
It was encouraging to see the announced merger of Canada 3000 and Royal Air. This is a baby step closer to creating competition in Canada. The emerging airlines are succeeding in spite of the government's policies rather than as a result of them.
One such policy, the CARS 308 issue, is indicative of the differences in approach between the government and the Canadian Alliance, and indeed of the problems inherent in the government's approach to business.
In 1995 Transport Canada began negotiating the divestiture of its regional airports. Local airport authorities feel the federal government negotiated in bad faith when it removed the most costly elements of the airport's onsite and fire rescue service.
After the vast majority of agreements were signed, ironically the government decided it was necessary once more to have onsite fire and rescue, at the airports' expense of course. The fact that the regulations do not augment the safety of travellers and will break the financial backs of some airports seems to be of little or no consequence to the minister.
Obviously I could go on at great length pointing out the failure of the throne speech as it relates to transportation. Unfortunately, as many critics in the Canadian Alliance have found, there is insufficient time to do a proper job. In the days and weeks and months to come I am sure we will be looking at these areas in greater detail.