Mr. Speaker, we have found out that 80,000 passengers have been put at risk over the past five years when planes have come dangerously close to each other in Canadian skies. These findings are based on Transport Canada data. That includes more than 800 incidents between 2001 and mid-2005 in which planes were getting too close to each other. In some cases, they were seconds away from colliding.
What should happen? We are saying that the Transport Canada guidelines will need to make sure devices are put into the planes to ensure there is a system to make sure the planes do not come close to one another.
Why do I raise this? It is because through access to information my office was able to find out that recently in downtown Toronto at the island airport we had an incident on March 13, 2007, I believe, when a Cessna 150, a training school type of plane, was doing circuits around runway 26. There was a Porter Airlines flight, a Dash 8 400, approaching the runway. The plane doing circuits on runway 26 cut off the Dash 8, overshooting, and the two aircraft came within 400 feet vertically or a half a mile horizontally of each other. That is very close. How did I get that information? I obtained it from access to information.
Under clause 7 of this bill, no one, no member of the public, whether it is a member of Parliament, a journalist or a person concerned about airline safety, would be able to get this kind of information. The Toronto Star did a series not long ago, in September 2006, recording all of the problems that various airlines, the industry and the passengers had. What will happen after Bill C-6 passes is that all of this information will not be allowed to become public.
Where is the accountability when there is no transparency and no openness? What is the government afraid of? Why is the government shutting down the public's right to know about airline safety? If the government is not doing that, then we should cancel clause 7 and get rid of it. The bill is very clear. Clause 7 says that we cannot continue to have this information.
Earlier there was a question about Toronto's downtown airport and Porter Airlines. Parts of Bill C-6 say that it is now going to be up to the industry to decide the level of risk that the industry is willing to accept in its operations, rather than it being done through the level of safety established by a minister acting in the public interest. It allows the government to transfer the responsibility from the minister and from government so that the industry itself would set and enforce its own safety standards.
That is not the way to go. Why?
Let me describe Toronto's island airport for members. The island airport is in downtown Toronto. It has a large number of pilot cautions. I will tell members what they are. It is stated that all arriving and departing aircraft are instructed to avoid flights over the CNE and Ontario Place. The wind turbine at the CNE grounds is listed as a hazard. There are two large chimney stacks that are noted as hazards, the Hearn power generating plant and the incinerator on Leslie Street.
Pilots also are instructed not to fly over surrounding neighbourhoods, including the entire Bathurst Quay, the residential condominiums along Queen's Quay, and the island community. There are close to 20,000 residents in that downtown area. There are high-rises, some of which are 40 to 50 storeys high. Some of them are within a few seconds to a few minutes of the airport.
Pilots are also warned about vessels with 120 foot masts in the vicinity of the final approach to all the runways. There is frequent banner-towing activity over the CNE, which is a hazard. The flagpole in Confederation Park is listed as a hazard. As well, pilots are cautioned that a number of new high-rise buildings have been approved around Fort York. Also, a building on Fleet Street is 44 storeys high, so just along Fleet Street there are at least five to eight new high-rise condominiums that have been approved and are going in.
That area is surrounded by large buildings. Also, because it is right by the lake, people have observed that lake fog in the spring and fall sometimes causes poor visibility at the airport. There is severe weather, such as crosswinds, wind sheer and air turbulence, creating difficult landing conditions. In fact, in just the short while that Porter Airlines has been flying into the island airport, there already has been one incident in which the aircraft could not land at the island airport and was told to go to Pearson International Airport.
The aircraft flying into the island airport, the Q400, is certified to operate in crosswinds of up to 60 kilometres per hour. During February 2006, wind gusts of over 60 kilometres per hour were recorded on 11 different days, so in one month alone there were 11 days when the crosswinds were too strong.
There is also another problem at this airport. The runway is incredibly short. The Q400, when fully loaded, requires 1,402 metres for takeoff and landing, which is almost 200 metres more than the longest runway at the island airport. That is how short the runway is. These are the safety requirements at the downtown Toronto Island Airport. Even Bombardier, which manufactures the Q400, has said that 1,400 metres of runway is required only if one of the two engines fails on takeoff.
There are a lot of problems at the downtown island airport. There is also a problem with the large number of birds in that area. There is a bird sanctuary nearby. Occasionally people have to shoot off some guns in order to scare away the birds. Transport Canada statistics show that the shore birds, and gulls in particular, account for the greatest number of bird strikes and that 80% of bird strikes occur during takeoff and landing. There are all sorts of problems.
Also, the island airport is run by a port authority that this year at the annual general meeting declared a loss of $6 million in a $10 million business. It is quite incredible that our government is continuing to subsidize a money-losing business and that this rogue agency continues to run an airport that is not welcomed by the citizens of Toronto and definitely has a lot of safety problems.
We are seeing a pattern in Bill C-6, which deals with airline safety. We have other bills like this before us, such as Bill C-45, the proposed fisheries act, which basically allows corporate polluters to dump toxic substances without fines. The new act allows the minister discretion to give alternate measures to big polluters instead of criminal records as mandated in the old fisheries act. Environmentalists and people who are concerned about the Great Lakes, for example, are appalled. There is a big campaign against the bill because it is seriously flawed. That is one of the patterns.
Other things are happening. Last week we discovered that at least 90,000 toys in Canada have dangerous levels of lead and again the government is asking the industry to determine what the safety level is, just like it is doing for the airline industry. We are asking companies to detect toxins and lead in toys and asking them--