Debates of March 31st, 2015

Safe and Accountable Rail Act

[Eve Adams, Liberal, Mississauga—Brampton South, ON]

Mr. Speaker, in fact it is incumbent on the Minister of Transport to set all safety regulations and standards relating to rail. It is then up to the department to check and audit to see whether or not the companies are actually adhering to that legislation or that set of regulations.

What is happening currently is that there have been far too few regulations and oversight when it comes to rail safety. More important, the budget at the department has been dramatically slashed. It is not able to keep up with any of the inspections and auditors. Three-quarters of its planned audits—not hypothetical work that staff had hoped one day to get to on a wish list or a bucket list, but the plant audits that they said needed to be done in the course of the year—were not undertaken and done. That imperils the safety of all Canadians.

[Ted Hsu, Liberal, Kingston and the Islands, ON]

Mr. Speaker, when I questioned the fire and rescue unit in Kingston, I found out that they have a list of the 25 top dangerous materials that could be passing through Kingston on freight trains and they practise dealing with those 25 types of dangerous cargo. What they do not have and what they wish they had is a faster way to access the dangerous cargo information on a particular train in case there is an incident.

I am wondering if my colleague could comment on that.

[Eve Adams, Liberal, Mississauga—Brampton South, ON]

Mr. Speaker, when I was a municipal councillor, we put this request many times to the rail companies. There was a derailment on Goreway Drive and, while our first responders are always top notch, whether it is firefighters or police responding initially, they do need to have access to that type of information and it seems rather simple to provide. There ought to be some sort of mechanism by which this information could be accessed either online or on the actual trains.

However, this is something that could easily have been put in place by the government. It is something that community after community has been requesting, yet the bill, which does provide some incremental assistance to the issues at hand, certainly has done nothing on this issue.

[John Carmichael, Conservative, Don Valley West, ON]

Mr. Speaker, I am pleased to have the opportunity to speak about our government's efforts to improve the safety of Canada's national railway system through the safe and accountable railway act, a bill to amend the Railway Safety Act. Today I will be sharing my time with the member for Winnipeg South Centre.

I will begin by explaining to my hon. colleagues why these amendments are so important and why we should all support the bill. While Canada's railway system is one of the safest, we all recognize that, like other means of transportation, railways are not without risk. Rare devastating accidents like the tragic derailment that occurred at Lac-Mégantic give us pause and focus our attention on improving rail safety.

The amendments proposed in the bill build on the difficult lessons learned following Lac-Mégantic, address issues identified in the Auditor General's fall report of 2013, and also respond to issues raised in the Transportation Safety Board's final report on Lac-Mégantic.

My esteemed colleagues will remember that, in the immediate aftermath of Lac-Mégantic, our government quickly implemented a series of immediate and concrete actions to significantly improve the railway transport safety regime. We also made enhancing the regulatory framework a priority. Let me remind the House that the fundamental purpose of this already-robust regulatory framework is to protect people, property, and the environment from potential harm caused by railway operations.

The Railway Safety Act, which passed into law in 1988 and came into effect in January 1989, provided the legislative authority for the minister of transport to assume responsibility for the safety regulation of federally regulated railways in Canada. Following a mandatory review in 1994, the RSA was amended in 1999 to modernize the legislative and regulatory framework for railway safety. Included in the amendments were regulations for railway safety management systems, which formally integrate safety into the railway companies' day-to-day operations.

Following the tragic Lac-Mégantic derailment and to address recommendations in the Auditor General's fall 2013 report, the Minister of Transport committed to accelerating a regulatory development to enhance the framework and further strengthen oversight of federally regulated railways across Canada. As a result, the grade crossing regulations and the railway operating certificate regulations are now in force and the administrative monetary penalty regulations, new railway safety management systems regulations 2015, and amendments to the transportation information regulations will come into force on April 1, 2015.

Allow me to highlight why each of these regulations is equally important to enhancing the regulatory framework as well as strengthening oversight and enforcement of railway safety in Canada.

The first of the series of regulatory packages, the grade crossing regulations, came into effect on November 27, 2014, and improved safety by establishing comprehensive and enforceable safety standards for grade crossings, clarifying the roles and responsibilities of railway companies and road authorities, and ensuring the sharing of key safety information between railway companies and the road authority. I am certain members would agree that, whether we are pedestrians, drivers of cars, or passengers on a train, we all will benefit from safer grade crossings. These regulations do just that and will lead to reductions in collisions, fatalities, injuries, and property damage, as well as reducing the potential for environmental disasters resulting from a spill of dangerous goods.

The railway operating certificates for federally regulated railways came into force on January 1, 2015. These certificates, which will be issued to railways once they meet certain safety conditions, significantly strengthen Transport Canada's oversight capacity by giving the department the authority to stop a company from operating in the event of severe safety concerns.

New railway safety administrative monetary penalties regulations introduce a new tool to the rail safety program's enforcement regime that would be used to ensure compliance with the Railway Safety Act, as well as to put in place further regulations, rules, orders and emergency directives.

Amendments to the transportation information regulations would improve data reporting requirements to better identify and address safety risks before accidents happen. This would improve safety by supporting better planning and performance measurements, allowing for more focused audits and inspections, and targeted programs that address specific safety issues.

The new railway safety management systems regulations build on the progress and the lessons learned since the first regulations were introduced in 2001. As such, federally regulated railway companies and local companies operating on federal main track would have to appoint an executive to be accountable for SMS and responsible for the operations and activities of the company.

Railway companies must establish policies and procedures so that employees may report safety contraventions and hazards to the company without fear of reprisal. Railway companies must apply the principles of fatigue science to their employee scheduling processes.

All these regulations build upon the existing strong rail safety program and federal rail safety rules and regulations in place to ensure the safety and protection of the public. They provide Canadians with the safest railway system possible.

In addition to these regulations, in Bill C-52, the Minister of Transport has introduced amendments to the Railway Safety Act to further strengthen oversight of federally regulated railway companies and address issues raised by the Lac-Mégantic derailment and the Transportation Safety Board's recommendations, as well as the recommendations in the Auditor General of Canada's fall 2013 report. These amendments signify better safety for Canadians and Canadian communities, strengthened safety management systems, enhanced sharing of information, and a safer rail industry in a stronger national economy. These are priorities that we all share.

I encourage all members to support this bill. With the agreement of all members we can take a significant step forward to improve the safety of our railways for all Canadians and Canadian communities, and provide a stronger foundation for our national transport system and economy for years to come.

[Alain Giguère, NDP, Marc-Aurèle-Fortin, QC]

Mr. Speaker, I thank my colleague for his speech.

However, he referred to documents from the Auditor General that we studied together and that were very critical of Transport Canada's inability to fulfill its mandates.

Furthermore, the TSB report, which deals with transportation accidents and did a very detailed analysis of the Lac-Mégantic incident, came down very hard on Transport Canada. Basically all of the stakeholders that studied and analyzed the problem have said that Transport Canada's philosophy of allowing companies to self-regulate is bad. It is not working. The companies are not doing what they should be doing.

Instead of simply amending the act, would it not be better to change the philosophy entirely and reconsider the sacrosanct but flawed principle of self-regulation?

[John Carmichael, Conservative, Don Valley West, ON]

Mr. Speaker, I do enjoy working with my colleague opposite on the Standing Committee on Public Accounts. We had the opportunity to review various reports through the course of the year provided by the Auditor General. Clearly this one report on railway safety was one of great concern to all of us. Certainly the issue of Lac-Mégantic was one that brought focus to our committee and functionally to all Canadians on the terrible tragedy that occurred in that environment.

When we studied the recommendations of the Auditor General's report, it is important to know first of all that Transport Canada, the minister and her officials accepted the recommendations of the Auditor General and moved very quickly to put many new safety regulations in place that would ensure that a situation such as the horror of Lac-Mégantic would not reoccur.

More importantly, I would like to point out to the member and I think he will agree with me, that the focus was taken off inspections. While inspectors are critical for day-to-day operations, there was a greater focus put on longer-term audit. Clearly, Transport Canada has increased the number of auditors within that organization by some 85% in very short order. The training is ongoing and is very substantial as they work to create a longer-term view of establishing safety operations within railways. The report that came out of that Auditor General's report by the committee truly acknowledged those changes.

[Ted Hsu, Liberal, Kingston and the Islands, ON]

Mr. Speaker, my question is in two parts. My colleague spoke about safety management systems. What is important for the safety management systems is we want to set up something where we are not relying on the Transport Canada inspectors to find problems and tell the rail companies. We want to push the rail companies to set up a culture, procedures and systems so that safety is taken care of without the inspector having to intervene, or at least minimizing the times when inspectors have to intervene.

Many freight lines pass in and out of Canada along the border with the United States. What can the federal government do to encourage a safety culture in those cases where rail lines pass across the border?

[John Carmichael, Conservative, Don Valley West, ON]

Mr. Speaker, let us face it, the bottom line on what we are debating today is installing a new set of standards and requirements for safety in this country that we have never seen before. It is a higher, more aggressive standard and one which puts tremendous accountability back on the railway companies.

Certainly the insurance provisions that are within the new bill force the railway operators to do a better job at managing their operations and ensure that they have the appropriate levels of insurance in the event of a significant occurrence, a catastrophic occurrence such as we have been talking about. More importantly, when we talk about safety standards, the number of inspectors and auditors, it is one thing to push the responsibility to the company, and we have to do that and certainly that is inherent in everything we do in the operation of the company, but we have taken responsibility through the auditing and inspection procedures to ensure that these processes are maintained.

[Joyce Bateman, Conservative, Winnipeg South Centre, MB]

Mr. Speaker, I am very pleased to speak today to the Safe and Accountable Rail Act, or the Act to amend the Canada Transportation Act and the Railway Safety Act.

I would like to draw the attention of the House to the changes we are proposing to provide greater oversight of federally regulated railway companies.

We are indeed proposing to further strengthen oversight of federally regulated rail companies. The safe and accountable rail act is progressive and forward-looking. The amendments to the Railway Safety Act would mean better safety for Canadians and Canadian communities, strengthened safety management systems, enhanced sharing of information and a safer rail industry in a stronger national economy.

All of these are priorities of the government, and I believe should be priorities of each and every member of this House of Commons. There is nothing more important than the safety and prosperity of Canadians. That is why my private member's bill is the complementary Bill C-627, which was inspired by my constituents of Winnipeg South Centre.

The Railway Safety Act provides the Minister of Transport with the authority to oversee the safety of federally regulated railways. Transport Canada's role is to monitor for threats to safe railway operations, as well as compliance to the Railway Safety Act and its rules, regulations and engineering standards through audits and inspections.

The amendments to the Railway Safety Act would further strengthen oversight and address issues raised by the Lac-Mégantic derailment, and the Transportation Safety Board's recommendations, as well as the recommendations in the Auditor General of Canada's fall 2013 report.

By proposing these amendments, the federal government is reiterating its commitment to a safe and secure national railway system, and to the safety of communities right across this country. The government is focusing on four key areas that will have the most direct and positive impact: meeting the needs of communities; ensuring the people or companies responsible are accountable; strengthening safety management systems; and increasing authorities for our railway safety inspectors.

Collaboration between railways and communities is crucial to ensure the safety of Canadian citizens across our vast country. The Government of Canada is committed to enhancing confidence in railway safety, greater sharing of information and co-operation between railway companies and communities.

This is precisely why we are proposing new regulation-making powers, requiring companies to share information with municipalities. This would help address community railway safety concerns, and I know these changes, along with my private member's Bill C-627, would be extremely well received in my home riding of Winnipeg South Centre.

Too often it is the provinces and municipalities, also known as the taxpayers, that are left to pick up the pieces and pay the bills after a railway incident, especially one that requires the assistance of first responders for issues such as fire.

The Safe and Accountable Rail Act also proposes changes to allow a province or municipality that incurs costs in responding to a fire that would appear to be the result of a railway company’s railway operations to apply to the Canada Transportation Agency to have those costs reimbursed. These changes would give the Canada Transportation Agency the power to determine whether the fire was indeed the result of the railway operations of the railway company in question, and, if so, the Agency would have the authority to order the railway company to reimburse the province or municipality, thereby avoiding downloading the costs on to municipal taxpayers.

Under the auspices of the Railway Safety Act, Transport Canada is responsible for oversight, which includes monitoring for threats to rail safety operations, as well as compliance with the Railway Safety Act and its rules, regulations and engineering standards through audits and inspections. The proposed amendments in this bill include broadening authorities to allow inspectors to issue notices in the event of a threat to safety to any person or entity that has responsibility in relation to that threat, including companies, road authorities and municipalities.

Furthermore, in the event of an immediate threat, an inspector may issue a notice and order to any person or entity, again including companies but now also including road authorities and municipalities, and order them to take specific corrective actions to remove the immediate threat. These broadened authorities complement a broader new authority for the Minister of Transport.

Currently, the Railway Safety Act allows the minister to order only railways to take corrective action in cases of immediate threats to safety. The amendments propose adding an additional power to allow the minister to order a railway company, road authority or municipality to take corrective action following specific procedures or to stop any activity in the interest of rail safety operations.

These amendments are about oversight and advancing railway safety oversight and enforcement, together with furthering safety management system implementation by clarifying and broadening the authority and responsibilities of the minister and railway safety inspectors.

What is more, this act would fully align and complement my own private member's bill, Bill C-627, an act to amend the Railway Safety Act, which aims to provide greater protection to persons and property from risks inherent to railway operations. I introduced that bill on September 23, 2014, and I understand it is in committee as we speak. Furthermore, both bills align with the objectives of the Railway Safety Act to further strengthen railway safety in Canada.

The safe and accountable rail act and Bill C-627 are both about safety, they are both about protecting people, they are both about protecting communities.

It is hard to argue with these changes. The railway is an integral part of Canada's current infrastructure and will continue to be in the future. The railway has to be sound, reliable and safe.

This government believes these amendments to the Railway Safety Act are essential. They would modernize the Railway Safety Act to reflect the requirements of a growing and increasingly complex rail industry. I believe the important safety amendments contained in the bill are ones that we can all agree on, both quickly and unanimously.

This bill is a step forward. It is a step forward for Canadians and a step forward for rail safety. With the agreement of each and every member of the House, we can take these steps together toward a safer, more reliable and economically viable freight and passenger railway system for all Canadians.

[Mathieu Ravignat, NDP, Pontiac, QC]

Mr. Speaker, it is difficult to imagine anything more important than the safety and well-being of our fellow citizens. That is obviously the bill's focus as well. It is unfortunate that we have come to this point because the Lac-Mégantic disaster would probably never have happened had this measure been in place.

Mayors in my riding told me that it imperative to know what is being transported through their region and when. Does my honourable colleague agree that this is absolutely fundamental? Does she believe that this bill does enough to inform municipalities of the dangerous goods transported by VIA Rail in their areas?

[Joyce Bateman, Conservative, Winnipeg South Centre, MB]

Mr. Speaker, I would like to thank the member for this question.

As everyone knows, transportation safety in general, and the safety of railway transportation in particular, is one of our government's priorities.

As I mentioned, it is always about co-operation. We must strike a balance between the needs of commercial enterprises and the safety needs of Canadians. That is what our bill does and the reason why I hope that my colleague opposite will support it.

[Ted Hsu, Liberal, Kingston and the Islands, ON]

Mr. Speaker, after years of federal government cuts, Transport Canada has lost experienced staff and some of its institutional memory.

This is the question I would like to ask. How can we restore the institutional memory and the experienced staff after years of cuts?

[Joyce Bateman, Conservative, Winnipeg South Centre, MB]

Mr. Speaker, as a former public servant, I have so much respect for all of the public servants employed by the federal government and other levels of government.

My perspective differs dramatically from that of my colleague across the way because I believe that, with the right tools, our public servants will be able to make very effective use of the bill we have introduced.

Our bill fills a legislative gap, and I hope that the Liberal Party member will be able to place more trust in our public servants.

[The Acting Speaker, Conservative, Barry Devolin]

It is my duty pursuant to Standing Order 38 to inform the House that the question to be raised tonight at the time of adjournment is as follows: the hon. member for Charlesbourg—Haute-Saint-Charles, Official Languages.

Resuming debate, the hon. member for Parkdale—High Park.

[Peggy Nash, NDP, Parkdale—High Park, ON]

Mr. Speaker, I will be sharing my time with the member for Saint-Bruno—Saint-Hubert.

I am very pleased to speak to the issue of rail safety. It is a very important issue for my riding, which I will explain shortly.

We are debating second reading of Bill C-52, which would amend the Canada Transportation Act and Railway Safety Act. This is something that is closely watched by people in my community, in my riding of Parkdale—High Park.

The bill would require minimum insurance levels for railways transporting dangerous goods, based on the type and volume of goods being transported. It would establish a disaster relief fund to compensate victims of derailment paid for by levies on railway companies that are transporting crude oil. This would be on top of the minimum insurance levels. It would also implement other changes to increase the powers of inspectors.

In general, we support the bill. We think it is important to take immediate action and any improvement is certainly positive. We need to improve the liability and accountability regime for Canada's railways and we need to ensure that the government enforces the legislation, that the regulations are enforced and that the inspectors and auditors have the resources required for this effective oversight. We believe the bill should have gone much further, but I will come back to that in a couple of minutes.

What got everyone's attention in the country on the issue of rail safety was the terrible, tragic rail disaster in Lac-Mégantic in 2013. It is a situation we know well, where a freight train loaded with Bakken crude oil travelled down a hill unattended. It derailed and on impact exploded, caught fire and killed 47 people. The town centre was destroyed. Eight hundred people were evacuated. The land was contaminated. It was a traumatic situation not only for the people who were horribly affected by the devastation but for our entire country.

The subsequent reports made a number of findings and recommendations. They found that back in the 1990s, with the Liberal governments and continuing with subsequent Conservative governments, deregulation of the railway sector and a transferring of responsibility for safety from the government to the railway companies began. In this case, they found a series of problems with the company that was responsible in Lac-Mégantic, such as a very weak culture of safety, mechanical problems and a lack of staffing. With Transport Canada, they found inadequate oversight and inspection. What was highlighted was the weakness of the tank cars.

It is fair to say that people assumed the government was looking out for them and taking care of their safety, that this was surely one of the basic responsibilities of government, to ensure that public safety was respected.

I want to read into the record in the House an email I received from a constituent because this got the attention of people in our riding of Parkdale—High Park. One neighbourhood in our riding is called The Junction. The Junction is the crossing of the CN and CP lines. As one can imagine, there is quite a bit of rail traffic going through our neighbourhood. This was historically an industrial neighbourhood, which over the years has seen a greater number of people with their homes right by the tracks.

I want to read from a constituent's letter: “My partner and I currently own and live on...a street beside the tracks. Our property backs onto the rail yard. Our bedroom is less than 40 feet from the rails that transport tons and tons of goods, many of which are unknown to us. We see black oil tankers go by multiple times a day, cars with perforated holes in them. Since the Lac-Mégantic catastrophe as well as others across the country—they seem to be happening more and more frequently—we are deeply concerned for our safety as well as the safety of our neighbours and friends. Because of our home's proximity to the rail lines, if anything were ever to happen on the rail lines behind us, a derailment or an explosion, we would most likely lose our home and potentially our lives. The number of lives that could be at risk if such an accident occurred here is absolutely staggering.”

This is a concern that is very real in our neighbourhood. It goes well beyond the issue about liability, while liability is a key factor because we saw in Lac-Mégantic there was clearly a lack of responsibility and a lack of liability on the part of the shipper.

We have a number of questions from members of our community who have organized into an organization called Safe Rail Communities. They want to know why, while the technology to stabilize light crude oil by extraction of volatile gases exists and is mandated in the state of Texas, it is not required to be stabilized before it is transported by rail. Most of this is required to be stabilized before it is transported by pipeline. People want the substances that are being transported made as safe as possible.

They also want to know why Canadians must wait until 2025 for the new TC-117 tank cars, the safer tank cars. Why do people have to continue to see the DOT-111s or even the newer cars that crashed in northern Ontario roll past their bedroom windows when there are safer alternatives? Why do we have to wait 10 years for safer tank cars to roll on the Canadian lines? Why can people not know what is being transported through their communities? Why do people not have a right to know the hazards that are rolling right past their bedroom windows? These are fundamental questions that need to be answered.

They also want to know, when a catastrophic accident from a flammable train in a densely populated area could have costs going up to $6 billion, why the strictest requirement is only $1 billion. In fact, we have written to CN and it has told us that it already has more than $1 billion in liability insurance, so this would put no new higher standard on it. Why do we not require shippers and those responsible for the products that are being shipped to have insurance that would cover the complete liability? Why would we allow any exposure to liability in our communities?

When we think of the potential tragedy of a major rail accident in our largest city, the city of Toronto, where hundreds of these tank cars carrying Bakken oil or dilbit are transferred every day, surely we need to prevent as much as possible any potential accident from happening. People want to know that what is being shipped is as safe as possible, that it is being shipped at as slow speeds as possible, that wherever possible it is rerouted from their area to the less-populated neighbourhoods, but then should there be any tragedy that the community would not have to once again pick up the tab.

Protecting the public is a core responsibility of the government. New Democrats believe we need to do everything in our power to ensure that tragedies such as that which occurred in Lac-Mégantic never happen again. Fixing liability is just the beginning. We need stronger laws, stronger enforcement, penalties for those who break the laws, and much more serious oversight, inspections and audits by the government.

[Philip Toone, NDP, Gaspésie—Îles-de-la-Madeleine, QC]

Mr. Speaker, I would like to thank my colleague for her presentation. She raised some very important points.

I would like to comment on the DOT-111 standards. We now have the new CPC-1232 standard. As the member pointed out, there have already been two derailments in northern Ontario. Since last year's announcement, there have also been three derailments in the United States with the new CPC-1232 standard. I think that people are right to worry.

Does this bill do anything at all to protect the public when it comes to the quality of the tank cars that pass by their homes? Can this bill offer any hope of a standard that will actually work?

[Peggy Nash, NDP, Parkdale—High Park, ON]

Mr. Speaker, I thank the member for his question.

Our constituents are asking why we have had to wait 10 years for tougher, better-protected tank cars. The federal government announced that better tank cars that are CPC-1232 compliant are being phased in, but we have already seen that they are not tough enough. These are the tank cars that broke in the accidents in northern Ontario. People who live near railways are concerned about the fact that the standards are not high enough. The government must do much more to protect the public.

[Pierre Dionne Labelle, NDP, Rivière-du-Nord, QC]

Mr. Speaker, I would like to ask my colleague a similar question regarding the speed of trains and the loads on the tracks. I have seen a convoy of these infamous oil tankers pass by at what seemed to be a fairly high speed. I am new to this file, but does the government have anything planned to make sure that these convoys go slower in urban areas? Obviously, if a train is moving at 15 km per hour then the risk that it will explode and catch on fire is much lower than if it is moving at 80 km or 100 km per hour. I would like to hear what the member has to say about that.

[Peggy Nash, NDP, Parkdale—High Park, ON]

Mr. Speaker, I would like to thank the member for his question.

Indeed, if the trains are moving more slowly, there is less of a risk. The government is telling us that trains will go slower in downtown areas. However, people who live near the railway tracks say that the trains move quite rapidly, especially at night. We are very concerned about the fact that there is a much greater risk of an accident—a serious accident—when trains are travelling at high speeds, especially in big cities.

If these trains have to continue to pass through our cities across the country, we need to make sure that they slow down in order to keep people as safe as possible.

[Djaouida Sellah, NDP, Saint-Bruno—Saint-Hubert, QC]

Mr. Speaker, I am pleased to rise on behalf of my constituents in Saint-Bruno—Saint-Hubert to speak to the very important topic of rail safety. Since the tragedy in Lac-Mégantic in July 2013, my constituents have been very concerned about the safety of our rail system, especially since they live close to railways.

On average, seven freight trains pass through Saint-Hubert every day, while about a dozen pass through Saint-Bruno. The government's bill is a step in the right direction. Nevertheless, I share my constituents' serious concerns about the methods used to ensure that rail companies comply with the new rules. I do not think we are doing enough, and I think that many more improvements are necessary. Indeed, it is laudable that we are creating a fund and increasing insurance coverage to compensate the communities and citizens affected by an accident, but I think that the amount of this fund is far too low, in light of the potential damage to the environment, our property and even the health of Canadians.

I would remind hon. members that decontaminating the area affected by the Lac-Mégantic derailment will cost more than $400 million. MMA had only $25 million in liability insurance. As hon. members can see, the gap between the amount of coverage and the repair cost is huge.

The Conservative government's bill would impose a framework, requiring railway companies to increase their liability insurance and imposing a minimum amount on them.

However, if we look at the bill in detail, we see that, once again, the Conservative government is presenting half measures. The levels of insurance set out in the bill are insufficient. The levels of insurance should be based on the public risk of transporting these products and not just on the type and volume of goods being transported. The damage caused in Lac-Mégantic is estimated at over $400 million, but the new rules do not seem to bring the smaller companies to that level.

The Lac-Mégantic incident involved a small railway company that happened to be transporting a fairly large quantity of dangerous goods at the time. However, the costs associated with the disaster are far greater than the limits set out in this bill, particularly for small companies.

It is estimated that the transportation of crude oil by rail will continue to grow significantly. It already increased by 320 times between 2009 and 2013. With this increase comes an increased risk of accidents. More than ever, we must improve oversight of infrastructure and hold railway companies accountable by imposing sanctions.

This is the second time I have spoken to a rail safety bill since the session resumed at the end of January. This is the second time that we have been faced with a highly publicized, but badly botched bill.

I would also like the government to explain how it is going to implement the measures it is proposing when it does not have the resources to do so. The number of inspectors is nowhere near enough. Transport Canada hired just one additional railway safety inspector.

The number of inspectors went from 116 in 2013 to 117 in 2015. However, they have to be able to do their work properly. The rail safety budget was cut by $5 million in 2012 and last year.

How can the Conservative government reassure Canadians that safety is a priority when transportation budgets are being cut?

As I mentioned earlier, many improvements can still be made and a number of possible solutions have been proposed by the Transportation Safety Board of Canada, which I want to acknowledge for its valuable work over the past 25 years. I would like to remind members that the TSB proposals have been circulating for many years. However, none were implemented by previous governments.

It took a human tragedy for the TSB measures to finally be heard and implemented. I am thinking mainly of the retirement of the DOT-111 cars, about which I wrote to the Minister of Transport several times. The truth is that the Conservative government is feeling the impact of the rail deregulation that it voted in, and today it is trying to fix past mistakes.

The NDP cares about the safety of our communities and our citizens. When we form the government, we will ensure that the Lac-Mégantic disaster remains the exception.

[Matthew Dubé, NDP, Chambly—Borduas, QC]

Mr. Speaker, I would like to thank my colleague and neighbour, who often speaks about Saint-Bruno, the town where I was born and raised. It could be called a rail community.

However, I have a concern and it is the same situation for her and me and for all of our colleagues who have railways tracks in their ridings. When we say that the bill does not go far enough, one of the concerns that comes up fairly often is about prevention. When the government talks about the amounts the companies will have to pay, it is going on the assumption that an incident will occur. The municipalities want tools to prevent such incidents.

I am thinking of the firefighters and all of the people on the front lines who work to save lives when such tragedies occur. For example, there was the train disaster in Mont-Saint-Hilaire in 1990, which could have rivalled the Lac-Mégantic tragedy. Fortunately, the train derailed outside the city's residential and commercial area.

Does my colleague agree that the municipalities need information about the dangerous goods that are passing through them and that we do not want any more disasters so it is not enough for the government to say that the companies will clean up the mess afterward?

[Djaouida Sellah, NDP, Saint-Bruno—Saint-Hubert, QC]

Mr. Speaker, I would like to thank my colleague and neighbour, the hon. member for Chambly—Borduas. Like me, he is very familiar with the region and the concerns of my constituents.

Obviously, since the Lac-Mégantic tragedy, I have had the opportunity to hold public consultations with my constituents in Saint-Bruno and Saint-Hubert.

As I said in my speech, people and even the municipalities are very concerned. I also had the opportunity to sit on a committee that deals with the prevention of hazardous spills. It is true that the municipalities are very concerned about the fact that they do not know what the rail cars that are passing through such highly populated areas are carrying. People would at least like the municipalities to be informed in advance rather than a year after the fact.

I would like to thank my colleague once again for his relevant question and I hope that the government will give us some answers.

[Philip Toone, NDP, Gaspésie—Îles-de-la-Madeleine, QC]

Mr. Speaker, I thank my colleague for her presentation. Her riding is a major rail transportation centre in eastern Canada, so we would do well to listen to what she has to say.

Recently, people in the House have raised concerns about the speed of trains in urban and rural areas. I would like to remind everyone that the tank cars involved in the most recent derailments, which took place in northern Ontario and the United States, were travelling at just 24 miles per hour. That did not prevent major oil spills from happening. That is very worrisome.

When it takes six days to put out a fire in a remote part of northern Ontario and we are presented with new criteria allowing municipalities to report safety problems, that is obviously worrisome.

I would like my colleague to comment on derailments in urban areas. Are the new standards reassuring? Does this bill go far enough?

[Djaouida Sellah, NDP, Saint-Bruno—Saint-Hubert, QC]

Mr. Speaker, I thank my colleague for his excellent question. As I said in my speech, we also have to look at aging infrastructure and companies' responsibility when it comes to train speed.

Unfortunately, train speed is not mentioned anywhere in this bill. All it covers is money for compensation, and when we delve into the details, there is nothing there. The work is half done. It is time to implement the polluter pays principle. When we become the government, we will do a thorough job and talk about all of the factors so that we can prevent instead of cure.

In answer to my colleague, I met with people from CN, and they assured me that the DOT-111 tank cars would be outfitted with bars to make them safe. Unfortunately, the tragedy that happened in Toronto proved that they were not safe.

I hope that work on this will go on.

[Mike Wallace, Conservative, Burlington, ON]

Mr. Speaker, it is my honour and pleasure to speak today to Bill C-52, the safe and accountable rail act. In response to the previous question, we on this side agree that this is part of a three-part analysis or attempt to make rail traffic as safe as possible in this country. One pillar, which the parliamentary secretary talked about in his speech earlier today, is prevention. In the second pillar, we need to be ready for response in case there is an emergency. What we are dealing with in Bill C-52 is the part about accountability, making federally regulated rail companies accountable for what they are doing.

In the next few minutes I want to talk about some of the questions that have been asked of the government and of this legislation before it goes to committee so that more discussion can happen, and I know my opposition friends are eager to have witnesses at committee to discuss the bill in more detail.

Why is the government changing the liability and compensation regime for rail? I think it is relatively obvious to all of us in the House, and it was mentioned by every member who has spoken to it today, that the issue of having the government responsible for the safety of Canadians is a number one priority for our government, and it should be. Unfortunately, we have had some very tragic incidents in terms of rail safety issues in this country, such as Lac-Mégantic, Quebec, with the terrible tragedy that happened there in July 2013. I am from Burlington, Ontario, where we have had rail derailments. Unfortunately, the most recent one was a passenger rail issue and people died from that derailment also. However, this discussion is really about product that travels by rail, not people, so this is important to the people of Burlington to have the opportunity to make sure that there is accountability with rail lines and what they are shipping through our neighbourhoods across the country.

When would this new change come into effect? This is basically about changes to the insurance requirements of rail companies, and we are giving them about a year from when it comes into force to get ready for that, which means they will have to make sure their insurance coverage, the accountability aspects, are in place prior to one year from when the bill gets royal assent.

Did we consult stakeholders? Of course we consulted stakeholders. That is important because, whether it was municipalities or railway lines or others affected, there were a couple of rounds of stakeholder outreach in terms of getting feedback on what can be done as the accountability piece. I believe we received feedback from approximately 27 stakeholders on this, from railways, shippers, and local municipalities.

This is important because the issue of rail travel for products and goods is important. Let us face it: it was important in bringing Canada together as a country, and we need to make sure everyone is involved in that discussion of where we are headed in terms of accountability, of being proactive and prepared to respond, and of prevention. That is why the stakeholders played a big role in coming up with what is in the bill.

I think it would be naive to say that everyone agreed on exactly what to do and at what level, but that is why we have consultations. We think that the polluter pay principle should be put forward as the number one tenet of the accountability portion of this.

What does polluter pay mean for rail? It is an important principle that those who cause the damage as a result of their operations would pay for the damage. It is important that it is the company and, in this case, we are adding a fund from shippers. They need to take significant responsibility in terms of the levels of insurance coverage they need. It should not be the taxpayer. That is what the polluter pay principle is, that it is not the general taxpayers' responsibility. It is the government's responsibility to develop the safety standards, to make sure the rail system is safe, but if something does go wrong, it is not the taxpayers' responsibility to cover those costs but the polluter.

These measures of liability should not be new to companies. No company should say it is not its responsibility, it should be the taxpayers' responsibility. At the end of the day, based on the consultations with stakeholders, including the rail companies, we came to an agreement, which we see in Bill C-52, to deal with this.

Let me go over the proposed amendments. They would make all railways hold a minimum level of insurance, which we have heard many times today, based on the risk posed by the type and volume of dangerous goods being moved. It makes sense that if a company is moving non-dangerous goods, its liability should be less, but a company moving dangerous goods, including oil products and others that can cause significant damage, has to have higher liability. It has to have more insurance to cover the costs because if there is an accident, the damage that is done is much more significant with dangerous goods. We came up with a proposal that railways would have to carry higher amounts of insurance for dangerous goods. It is common sense and something that both the public and the railways clearly understand is the railways' responsibility.

There would be an initial requirement for them to hold either $50 million or $125 million in insurance, depending on the type and volume of the dangerous good being carried. That is an initial requirement. Then one year after that, those requirements would double to $100 million and $250 million, respectively. These are the carrying costs that would have to be built into the operational aspects of running a railway. It is important for the railways to have the coverage so that taxpayers would not be on the hook for the cleanup of any damage done from any unfortunate accident. When I say “damage”, it can obviously be both physical damage, property damage, damage to the environment, and, of course, to human life. There have been tragedies in this country where that has happened. We need to make sure that taxpayers are not going to be responsible for that, but the actual railway shipping the goods is responsible.

Another question was with regard to what we think the financial impact would be, particularly on short-line railways. People tend to think about CP and CN, the big railways in Canada, but we would also require the short-line railways to carry the same requirement. It would be part of railways doing business in this country. It would be part of the decision to carry goods and it would be included in this new regime. This would increase their operating costs, there is no doubt about it, but it is much-needed protection for taxpayers as we continue to implement the polluter pay principle, including short-line railways.

Is there insurance available at this level? We are assured that there is. We have had a number of insurance brokers say that it is possible for them to provide that level of insurance and are willing to take the risk. Therefore, they cannot use as an excuse that they cannot get the insurance, which was an issue we needed to resolve to make sure it was available.

I will conclude by saying we have had some tragic rail accidents in my own riding of Burlington in the last number of years. We have also seen across the country other very significant accidents in the railway system, mainly dealing with the shipping of dangerous product. We need to have assurance that the polluter needs to pay and we need to protect the taxpayers, and this is what Bill C-52 would do.

I look forward to the bill going to committee for discussion and back to this House quickly so that we can pass it and make it law, because it would not take effect until a year after it has royal assent. Therefore, we need to get royal assent as soon as possible.