Debates of Oct. 30th, 2017

Transportation Modernization Act

[The Speaker, Liberal, Geoff Regan]

I declare the motion carried.

I wish to inform the House that because of the proceedings on the time allocation motion, government orders will be extended by 30 minutes.

The House resumed from October 25 consideration of Bill C-49, An Act to amend the Canada Transportation Act and other Acts respecting transportation and to make related and consequential amendments to other Acts, as reported (with amendment) from the committee, and of the motions in Group No. 1.

Report Stage

[Gagan Sikand, Liberal, Mississauga—Streetsville, ON]

Mr. Speaker, on May 16, the Minister of Transport introduced Bill C-49, the transportation modernization act, to bring our government's vision of a state-of-the-art national transportation system to fruition.

All Canadians want their transportation system to be safe and secure, green and innovative, while supporting economic growth and the creation of jobs for Canada's middle class. Bill C-49 meets all of these objectives, as well as the government's commitment to develop a fair, accessible, reliable, and efficient transportation system for 2030 and beyond.

One very important element of the bill is the proposal for strengthened air passenger rights, which would be reinforced by regulations. As more Canadians use their air transportation, thanks to increased services and lower fares, recent events at home and abroad have demonstrated the need for strengthened rights for air travellers. Canadian travellers want to know that when they purchase an airline ticket, the air carrier will, in fact, provide the services they have purchased. If the air carrier cannot deliver the purchased services, then the traveller must be provided with a certain standard of treatment and, in some cases, the traveller must receive compensation from the air carrier.

Canadian travellers also expect that they should not have to fight to get the service for which they have paid. As such, air passenger rights must be easy to understand and apply consistently to all airlines, domestic and international. They must apply to all flights from and within Canada and benefit all travellers.

Should Bill C-49 receive royal assent, the Canadian Transportation Agency will be mandated, in collaboration with Transport Canada, to develop a set of clear regulations to ensure a consistent framework for air passenger rights applicable to all carriers. As our government is committed to ensuring this regulatory process moves forward in an open and expeditious manner, further consultations will take place with stakeholders throughout Canada.

The regulations would enshrine standards of care and compensations in a variety of situations faced by air travellers. They would address some of the more frequent irritants, such as providing passengers with clear and concise information about air carriers' obligations and how to seek compensation or file complaints; establishing standards of treatment for passengers in cases of denied boarding, delays, and cancellations, including compensation for inconvenience in situations of overbooking; standardizing compensation levels for lost or damaged baggage on both domestic and international flights; developing clear standards for the treatment of passengers in the case of tarmac delays; ensuring children under 14 years of age are seated in proximity to a parent or guardian at no extra charge; and requiring air carriers to define their policies on the carriage of musical instruments.

Canada is not alone in legislating or regulating specific practices of the airline industry by establishing a framework of passenger rights. Other countries have developed guidelines or regulations to ensure that passengers receive a standard level of treatment for compensation when their flights are delayed or cancelled. This government, however, is committed to establishing air passenger rights that would make our country a world leader in how such irritants would be to be addressed.

For instance, under the regulations that would be developed for air passenger rights, provisions would be included to ensure that no passengers could be involuntarily removed from an aircraft after they boarded as a result of overbooking. If the airline cannot find a volunteer to give up his or her seat, it will need to pay compensation to remedy the inconvenience it has caused. The Minister of Transport has made this commitment and the government intends to fulfill.

Bill C-49 seeks a balanced approach as it relates to air passenger rights, one that would ensure the passenger would be treated fairly, but also one that would allow the air carrier to operate its business in a manner such that it could remain competitive and profitable. For example, the legislation clearly outlines that the requirement for compensation would be utilized only in instances where the air carrier would be directly responsible for the denial of boarding, delay, or cancellation of the flight. While recognizing that overbooking is a standard practice which allows air carriers to keep ticket prices low, passengers who are denied boarding should receive fair compensation when this occurs. This level of compensation would be clearly enshrined in regulations.

This government, however, recognizes that air carriers operate in a complex environment and that there are significant costs associated with safety and security, both in the air and on the ground. Increased competition and pressure from consumers for lower ticket costs have also resulted in a more complex business model for air carriers. There are also factors that are outside an air carrier's control, such as weather and medical emergencies, that may result in a flight being delayed or cancelled. We recognize that these factors must be taken into account when developing an air passengers bill of rights.

In cases where a flight is delayed for reasons beyond an air carrier's control, such as weather delays, passengers have a right to be provided a standard level of treatment, including ongoing communication by the air carrier.

Further, Bill C-49 also contains provisions to increase data collection from air carriers and others in the air travel sector. This would allow the government to measure air carriers' compliance with the regulations and to take corrective action if needed. Both government and air carriers can learn from these data, allowing for decisions to be based on solid evidence.

Should Bill C-49 receive royal assent, Canadian travellers can look forward to strengthened provisions that will better protect their rights. These passenger rights will ensure that Canadians are entitled to a world-leading standard of treatment and compensation.

For these reasons, I ask my hon. colleagues to support Bill C-49 to ensure air passenger rights for Canadians.

[Kevin Lamoureux, Liberal, Parliamentary Secretary to the Leader of the Government in the House of Commons]

Mr. Speaker, maybe my colleague could provide some additional thoughts on the importance of this legislation.

We went through the committee process. The government, always looking for ways in which it can improve upon legislation, brought forward a number of amendments. Many of those amendments came from the Conservative Party and were successful. Today we have good legislation. Many of the residents who I represent were anxious to see action taken on an air passenger bill of rights. Finally, after years of hearing virtually nothing, we have something tangible and we are moving forward. This is good news for those who travel through our airlines.

Could my colleague provide his thoughts on how important it is that we move forward with the legislation?

[Gagan Sikand, Liberal, Mississauga—Streetsville, ON]

Mr. Speaker, the transportation system is very vast, very complicated, and is of national importance to Canadians. As was suggested, I sit on the transportation committee and I was very pleased that we worked collaboratively and adopted at least six of nine amendments. We also came back a week early. The process was very smooth, it went well, and Canadians will benefit from the collaboration with all sides of the House.

[Marilyn Gladu, Conservative, Sarnia—Lambton, ON]

Mr. Speaker, with respect to the compensation people will receive when they have some kind of a travel fiasco, as I understand it, the legislation calls for them to sort out whether it is the airline's fault or the fault of another government agency. I am concerned about the administrative burden of this. Those kinds of things will have to be proven for every claim. Does the member have any idea how much additional resources will be needed to address this administrative burden?

[Gagan Sikand, Liberal, Mississauga—Streetsville, ON]

Mr. Speaker, the legislation that comes forward will further stipulate any recourse. With respect to the operations of air carriers in relation to those of the consumer, we cannot burden air carriers for things for which they are not responsible. For example, as mentioned in my speech, we cannot hold an air carrier to account if there is an act of weather or a security risk on the ground. Air carriers will be responsible only for those situations for which they are directly responsible.

[Sean Fraser, Liberal, Central Nova, NS]

Mr. Speaker, I note my colleague's remarks focused primarily on the air passengers bill of rights. I know the member sat through many days of testimony as one of my committee colleagues. I would like to ask about a different portion of the bill.

I know the member is from Ontario. When it came to transportation for freight rail, one of the key features of the bill was long-haul interswitching. Previously, a regime was in place that pertained only to the transportation of western Canadian grain. Bill C-49 would expand to different industries and different parts of the country. Being from a different part of the country, does the member see the value in this extended long-haul interswitching as opposed to the simple regime that was in place simply for western Canadian grain previously?

[Gagan Sikand, Liberal, Mississauga—Streetsville, ON]

Mr. Speaker, as I previously stated, our transportation system is vast and is of national importance. The previous bill did not take all of that into account. What we have put forward now is of the greatest good for the greatest number of people. It certainly creates a lot more competition, which will help everybody in the industry.

[Ken Hardie, Liberal, Fleetwood—Port Kells, BC]

Mr. Speaker, I appreciate the opportunity to provide some comments on the transportation modernization act, Bill C-49.

As a member of the Standing Committee on Transportation, Infrastructure and Communities, I want to start by applauding the work of all of my colleagues on the committee. We dedicated a full week in early September to studying the bill, hearing key witnesses, and working through a clause-by-clause analysis that produced well-considered, well-debated and productive amendments.

While Bill C-49 contains important aspects in marine and air travel services, notably, as my colleague from Mississauga—Streetsville just commented on, the creation of our air passenger bill of rights, I would like to focus my comments on the freight rail provisions. Modernization in this area was, in my view, an important step forward to creating equity for shippers across Canada, while balancing our national interest in ensuring a healthy rail sector.

Bill C-49 would ensure that service agreements establish, as much as possible, equal performance obligations between rail companies and their customers, better conflict resolution, and mechanisms. Therefore, balance is vital. Our producers, shippers, and others need reliable rail service to meet their obligations to customers at home and around the world. In the case of our international customers, it is critical that Canada, as a trading nation, build and protect a reputation as a reliable trading partner.

At the same time, we have to acknowledge that our class 1 rail services, CN and CP, must have the financial ability to maintain and modernize their capital assets across this vast and geographically-challenging nation. As we think about the struggles we had as a nation to see our railways built in the first place, we have to recognize that despite those challenges our country presented, our shippers enjoy among the lowest rates in the world.

Bill C-49 seeks to achieve equity and balance in three important areas: first, by creating a more competitive environment for shippers and producers across Canada when it comes to shipping rates, especially for those who were otherwise captive customers of one rail company; second, by creating service level agreements that establish a level playing field; and, third, by creating measures to improve transparency in the business relationship between the railways and their customers through a more transparent sharing of performance data and service capacity forecasts.

Creating a more competitive environment for otherwise captive customers involves a mechanism known as “interswitching”. Therefore, in response to my friend from Central Nova, here are more details on that.

Simply put, Canada has for years allowed customers within 30 kilometres of a transfer point between rail lines to have one company hand off its shipments to another if that other company offers better rates. The government sets the rate a rail company receives for transferring cars to another carrier, a rate that includes an allowance for the capital investments that the rail company requires for the line's state of good repair and improvement.

In 2013-14, we saw a record prairie grain crop, followed by one of the worst winters in Canada's history. Faced with service shortfalls by our railroads, the previous government expanded the interswitching limit to 160 kilometres, clearing the way for more captive grain shippers in the Prairies to access other rail services, including lines in the U.S. While it appears no shipper actually used the full 160 kilometre limit, the ability to shop for better rates led to improved performance by our railways, both in services and rates.

Bill C-49 introduces “long-haul interswitching”, a 1,200 kilometre limit open to all rail customers, except in two corridors where CN and CP both provide services, those being the Quebec City to Windsor corridor and from Kamloops to Vancouver. In our study of Bill C-49, I was pleased to introduce an amendment to the exclusion corridors that opened up long-haul interswitching to producers and shippers in northern Quebec, as well as both north and southeast of Kamloops in British Columbia.

Bill C-49 would take interswitching, a mechanism that in a limited way provides a competitive shipping rate for grain producers in the Prairies, and make it available in a big way to mines, mills, manufacturers, and producers across Canada.

Bill C-49 would also correct a long-standing inequity between the rail lines and their customers. Until now, a rail company has been able to penalize shippers for delays in loading or unloading cars, but there has been no reciprocal penalty against the railway for failing to provide the agreed to number of cars at the agreed to time.

When we think of the costs involved in keeping a ship waiting in Vancouver harbour for a train to arrive, not to mention the reputational damage we suffer when we do not deliver to customers on time, establishing equitable performance obligations between shippers and the railways makes sense. That is what Bill C-49 will do.

Finally, shippers and rail companies will more properly share responsibilities for the efficient and timely movement of goods. They will do this by accepting the consequences of non-performance in service agreements through reciprocal penalties.

Recognizing that issues will arise in negotiating and performing commercial agreements, Bill C-49 amends the Canada Transportation Act, allowing the agency to provide confidential, informal, low-cost, and expedient dispute resolution assistance. This has the potential to spare rail companies and their customers from the need to pursue expensive and time-consuming remedies. Similarly, access will be expanded to a summary, paper-based final offer arbitration process as a way to resolve disputes. Formerly this was available only when the freight charges involved were less than $750,000. Bill C-49 increases the threshold to $2 million, making this process available to more small and medium-sized shippers.

In our standing committee's study of Bill C-49, and previous studies, witnesses consistently called for more transparency in the performance data that the railroads release. This is important to ensuring that service standards are kept. This, of course, is of interest to producers and shippers because it allows them to fulfill contracts with customers. It also opens the way for them to collaborate more effectively in the management of the rail-based supply chain. The government is also keenly interested in this data because our reputation as a reliable trading partner is of national importance.

Bill C-49 will require the railroads to provide timely waybill information on the shipments they carry. This is data that shippers can reference in their negotiations for service agreements and rates with the rail companies. The data will also be used by the Canadian Transportation Agency to set the interswitching rates that the rail companies will be paid to move shipments to transfer points. Canada's two national railways have extensive operations in the United States, where they have been required to provide waybill data for some time, so this measure in Bill C-49 will put Canadian shippers on an even playing field.

As well, in the interest of transparency, CN and CP will also see new requirements to report in advance on any plans to close rail sidings or connection points, or to abandon sections of track.

Finally, referring back to the importance to farmers, shippers, and Canada's trade reputation of having reliable grain shipments, Bill C-49 will require the railways to provide a report before the start of a crop year which assesses their ability to meet their grain movement obligations. Then, before October 1, the railways will have to review the state of the year's crop and forecasts for the upcoming winter, and provide the government with its contingency plan to move grain in the event we see another scenario like the one we faced in the winter of 2013-14.

Bill C-49 has been an exercise in listening to some long-standing issues in Canada's freight rail system; considering, debating, and refining long-sought measures to make the system more equitable; and achieving a balance that will preserve the health of our rail sector while improving performance for our producers and shippers. It has sought a win-win result, with the greatest win being for Canada itself as the source of high-quality products and resources, and as a reliable and trusted trading partner in the world.

[Elizabeth May, Green, Saanich—Gulf Islands, BC]

Mr. Speaker, I am looking at Bill C-49 and seeing what essentially looks like some missed opportunities to do more to rationalize the relationship between shipping by rail and shipping by sea.

I have a specific point that I want to raise and get the member's thoughts on, and we can perhaps get back to this with other legislation. We have very poor communication and advance planning. The hon. member mentioned better information from the grain growers to know when they are able to ship. However, when they are able to ship by rail, there is often not sufficient capacity.

We then have large container ships coming into the Port of Vancouver. They have as many as four separate compartments that they need to fill with grain. They will hang out in the Port of Vancouver, come in and fill one hold, and then they have go out and wait again. Where they tend to wait are in legal anchorages, for which the Gulf Islands receives no compensation for the use of the space, or the annoyance and inconvenience of the noise and the lights. They wait in anchorages in my riding and in the riding of the member for Nanaimo—Ladysmith until they can go back to the Port of Vancouver.

This is inefficient, costly, and an annoyance. I wonder if Transport Canada could not do more to create better planning, which would be an advantage to the shipper and the grain grower, and certainly an advantage to people living adjacent to those areas where container ships are backed up and waiting. That is due to the inefficiencies of our loading and unloading in the Port of Vancouver and connectivity to the trains that deliver the grain.

I hope the question is not too complex for my hon. colleague. I am sure he is familiar with the problem as well.

[Ken Hardie, Liberal, Fleetwood—Port Kells, BC]

Mr. Speaker, the efficiency of our systems means dollars, absolutely Those dollars are quite often passed on to the farmers, because they are price takers. As well, there is the damage to our reputation that we suffer when we cannot deliver our goods and services on time to our international customers. Therefore, it makes all the sense in the world for Bill C-49 to lead toward the more transparent sharing of performance data.

As well, there are provisions I did not talk about that would allow Bill C-49, through the rail companies, to ensure there could be investments in additional capacity. Our rail hopper fleet is wearing out. We need the railways, and perhaps government as well, to contribute to the refurbishment of that fleet with more efficient cars. That is all included in Bill C-49, so that everyone is paying their fair way in order to get an efficient system that would prevent the kinds of issues my hon. friend raises.

[Vance Badawey, Liberal, Niagara Centre, ON]

Mr. Speaker, I would like to ask my colleague how Bill C-49 contributes to the overall strategic plan, in the broader picture, with respect to the minister's most recent announcement on transportation 2030.

[Ken Hardie, Liberal, Fleetwood—Port Kells, BC]

Mr. Speaker, it is a building block toward a foundation we need in place in the country to ensure that the whole supply chain, from start to finish, is working efficiently and in a synchronized way. Just as our transport committee studied Bill C-49 to ensure it was meeting the goals and objectives we needed for it, the transport committee will be taking on further action to look at the rest of the supply chain, including the efficiency of our ports. This is something I am looking forward to, particularly in the context of Port Metro Vancouver, which, as we know, is the busiest port in the country. They clearly all have to work together, and that is the objective of our studies.

[Sean Fraser, Liberal, Central Nova, NS]

Mr. Speaker, I would like to put a similar question to my colleague that I did to the previous speaker. During the committee studies, the member put forward an amendment to ensure that parts of British Columbia were not necessarily having their resources tracked because of certain exclusion zones where competition exists. Under the previous iteration of transportation legislation involving freight rail, the extended interswitching only applied for 160 kilometres, and it only applied in the context of the western Canadian grain industry. Knowing that parts of the province the member represents could be unlocked by the bill, I am wondering if he could comment on the importance of long-haul interswitching, which is quite different, and in my opinion more favourable, for the transportation sector in Canada.

[Ken Hardie, Liberal, Fleetwood—Port Kells, BC]

Mr. Speaker, simply put, the measures in Bill C-49 do two things. First, it extends the limit to 1,200 kilometres, which opens up the opportunity for a shipper, who would otherwise be captive, to use the rail line that is there but hand off to another company that would give them a better rate or service.

In addition, while the original Fair Rail for Grain Farmers Act focused on the Prairies and the 160-kilometre limit to allow grain to move more effectively, Bill C-49 opens it up to lumber producers and mines. Anyone who needs to ship anything by rail would have more access to competitive rates. The amendment we brought in specifically opens up areas of northern and southeastern British Columbia, as well as northern Quebec, to these better rates.

[Ben Lobb, Conservative, Huron—Bruce, ON]

Mr. Speaker, it is a pleasure to rise today to talk about Bill C-49.

First I would like to talk about a topic that has been mentioned a couple of times already, which deals with the locomotive voice and video recording. Many members of the House have met with Unifor and Teamsters members to discuss some of the issues around the video and voice recording.

The genesis of this has been real accidents through the years, particularly one that occurred in 2012, which killed three people, unfortunately. One of the recommendations was video and voice recording to aid in the critical minutes leading up to an accident. There is already a black box in the unit itself, and people at headquarters can track the movement in real time, such as braking and many other moves that the engineer and conductor would do. However, there are questions on this video and voice data. Who will have control of it? Where will it be stored? How will it be used?

If this data is to be strictly used for purposes of the final 15 minutes, or even one hour, leading up to an unfortunate accident, then I have not heard any issues from the workers. However, the issue they have is on whether the large rail companies would have the ability to use this data as a tool for HR monitoring or surveillance. For somebody who may be working an 18-hour shift, that is not what this is meant for and not what it should be used for.

For a lot of it, the minister has said to leave it up to them and it would be dealt through regulation through the safety board, etc. However, the workers doing the job want a little more clarification on that. Anyone who has ever worked knows that when someone is looking over their shoulder, it is never when they perform their best. The employees are trained and they have tests every year, and these are one of the most complex signage and lighting rules and regulations in the world. Therefore, I think the government needs to take another look at this, talk a little more with Unifor and the Teamsters, and make sure it is doing it right.

I would also encourage the people doing these jobs for companies like CN or CP to come forward. Once the bill is implemented, if they start seeing these video and voice recordings being used for disciplinary or worker surveillance purposes, bring that forward to members of Parliament and their union reps. They are not to be used for that purpose. That is not why the legislation is there.

Another point I would like to bring up is that the minister mentioned in his speech or response to a question that he has heard nothing but positive comments. That is obviously not true. There have been consumer groups, air passenger groups, who have expressed “cold comfort”, I think was the quote, for some of the passenger rights on airplanes. Another comment that the minister made, which I think he needs to expand upon, was his reference to the United Airlines incident. There was more than one incident, but specifically he mentioned the one where an individual was dragged off the plane. I do not believe that situation is addressed in the bill. If one is waiting on the tarmac in the airplane for over three hours, I believe it is dealt with, but as far as physically dragging somebody out of an airplane, I do not believe that is dealt with in the bill. He would perhaps like to provide further clarification on that at a later date.

Others also have concerns. I think Air Transat expressed a concern around the joint venture side of things, which is another area that needs to be fleshed out and further examined. With respect to foreign ownership, we always have debates on the proper threshold and amount of capital for a Canadian airline. It is set at 49%, and any individual entity can only own 25%. We will see how that unfolds.

If we are trying to modernize the act, some people would probably think that landing rights should be looked at as well. Over the last nine or 10 years, airlines like Emirates and others have requested more landing spots. Pearson, for example, would be one, and I do not believe that is addressed here either. As far as competition and pricing go for international flights, certainly competition has proven time and time again to bring in the best price and the best service.

The other criticism I have, and I am open to someone else proving me wrong, is the part that deals with the proposed air travellers bill of rights, including with in regard to flight delays, damaged or lost luggage, or passengers being on the tarmac for more than three hours. The bill does not specifically spell out what that compensation would look like. It does mention minimums, but those are left to regulation. I notice this is a recurring theme in some of the bills the government puts forward. Part of this will be gazetted and people will have an opportunity to comment on it, but if the minister feels so strongly about this as one of the key parts of the bill and an election promise, if he has been thinking about and focused on this for a long time, the least he could do is to provide air passengers or flight groups some framework or numbers from which they could work. That is the least he could do.

In addition, we all understand that there will be days like today or a couple of months ago when there were hurricanes in the U.S., and some of that weather came up to Toronto and Ottawa and messed up all the flights. People understand there are going to be adjustments made because of weather and that there is nothing we can do about it. However, from the time they recognize there is an issue, airlines can work with the people. That said, I do know know how we could compensate someone who takes take a week or eight days off and has two of those days messed up, one because of the weather and one because of the airline. From what the minister said, we are going to leave that up to the department and the agency.

Another issue concerns CATSA. A lot of money collected by the government is not put back into security screening at the airport. Anyone who goes to Pearson airport on a Monday morning will know it is pretty treacherous and that the standard of 95% getting through in 10 minutes is certainly not the standard on a Monday morning. It might be that 95% do not get through in 10 minutes and 100% may get through in an hour. If whatever money came in was put back into security, into CATSA, into further screening, these are the types of simple things that we could do to create a modern system to get people through, and to help Air Canada, WestJet, and other carriers deliver on their promises. We also know that in 2021, there will be 69 million travellers coming through, so we want to make sure we have that ready.

The other thing I would like to talk about before my time is up deals with rail and pipelines. The government set up a regulatory regime that makes it almost impossible for pipelines to be built, which in turns puts further stress on the rail lines. In consequence, rail lines are carrying a tremendous amount of oil when they could be carrying a tremendous amount of crops to ports and to markets. With a crop this year in the west within 10% or 12% of being a record, there will again be a tremendous strain on the railway system.

I would like to talk about the long-haul interchange, as other members have also discussed. Some members purport that it is a great thing. However, with the NAFTA negotiations ongoing right now, I question the logic of why the government would give that up when it could have been negotiated in NAFTA.

[Vance Badawey, Liberal, Niagara Centre, ON]

Mr. Speaker, as my colleague well knows, as a fellow member of the transportation committee, transportation 2030 would ensure that Canadians benefit from a safe and reliable transportation system. Transportation 2030 would also ensure that the Canadian transportation system supports economic growth and safety, as well as environmental concerns raised on a national basis. That said, though, it does not meet the bottom line using the lens we look through.

With respect to my colleague's emphasis on the passenger bill of rights, would it meet the mandate of a triple bottom lens, so that passengers would be a lot better off with respect to their safety, with respect to the environment, as well as with respect to the economic basis of where and why they are travelling?

[Ben Lobb, Conservative, Huron—Bruce, ON]

To be quite honest, Mr. Speaker, more money would be contributed toward infrastructure.

We heard on the news today the the government is having difficulties delivering on all of its infrastructure promises, whether ports, rail, or airports, throughout Canada. I mentioned CATSA as well. Those dollars would help to get people and products moving.

I will go back to the pipeline discussion. More trains carrying oil would not be good for the environment and rail safety. It would be better to have a regime in place that provides certainty to pipeline builders and operators so they can move oil to port by pipeline instead of rail. These are a couple of examples of where we could have created a safer transportation system.

[The Speaker, Liberal, Geoff Regan]

There will be three minutes and 15 seconds remaining for questions and comments when the House resumes debate on this topic.

Parliamentary Protective Service

[Elizabeth May, Green, Saanich—Gulf Islands, BC]

Mr. Speaker, last week we stood together in a moment of silence in memory of the tragic event of October 22, 2014.

We never had a public inquiry in this country as to the breakdown of security that allowed an armed man into this building. However, without any inquiry we do know that the House of Commons' protective guards performed professionally and courageously, under the leadership of the former Sergeant-at-Arms Kevin Vickers.

Without a proper review, the previous government decided that the solution was to put the RCMP in charge of all Parliament Hill security, essentially demoting the very people who protected us. As a result, we now see ongoing labour negotiations and small signs of protest by our protective guards, who are now facing disciplinary action. They are not being treated with respect in labour negotiations by their new bosses. I ask all members of Parliament to stand up for the guards, just as they protected us then.

HMCS Winnipeg

[Dan Vandal, Liberal, Saint Boniface—Saint Vital, MB]

Mr. Speaker, several weeks ago, I had the privilege of spending three days and nights on the HMCS Winnipeg, one of 12 frigate warships of the Canadian navy.

From October 10 to 13, I had the great pleasure of participating in the Royal Canadian Navy's Canadian leaders at sea program. Our government reinstated this excellent program designed to familiarize elected officials and other civilians with the work of sailors and the capabilities of their ships.

It was an added privilege to be aboard HMCS Winnipeg, my home city's namesake. During our time at sea, I was able to learn more about the exceptional work that navy sailors accomplish and their important role within our greater Canadian Armed Forces family. As we lead into Remembrance Day and we honour all those who have made the ultimate sacrifice for Canada, let us also recognize all those who currently serve in defence of our rights and freedoms.

Gus Boersma

[Dan Albas, Conservative, Central Okanagan—Similkameen—Nicola, BC]

Mr. Speaker, this past weekend I attended the memorial service of Mr. Gus Boersma.

Gus, as we all loved to call him, was a remarkable man who truly believed in giving back to his community. Gus was a former mayor and councillor of Fernie, a former chair of the B.C. Chamber of Commerce, a former Penticton city councillor, and a lifetime honorary member of the Penticton Chamber of Commerce. As well, he was active with the Lions Club, stamp club, and far too many other community groups to mention. However, those things are not what mattered the most.

What made Gus so unique was that he was, without a doubt, one of the most positive, happy, and sincere individuals I have had the honour of knowing. He was always kind, caring, and compassionate, a man with a smile that could light up any room.

I am thankful to the Boersma family for sharing such a kind and wonderful person with our community. Gus Boersma was truly a bright light who made Penticton a better place. May we remember him fondly. God bless that we were so fortunate to call Gus Boersma a friend.

Lloyd Cameron

[Pat Finnigan, Liberal, Miramichi—Grand Lake, NB]

Mr. Speaker, it is with honour and sadness that I rise in the house today to commemorate the life of Lloyd Cameron, or “Mr. C”, as he was known as to his many students.

A lifelong resident of Miramichi, Lloyd taught for more than 33 years and had an immense impact on his students as both an English teacher and director of the drama department. Lloyd was a champion of local theatre and the arts. One of his last roles was playing Canada's first prime minister, Sir John A. MacDonald.

Whether it was lending me his family's tartan or giving up his seat on a tall ship for my wife, I have personally experienced the kindness and caring that Lloyd embodied, as have many others. He gave of himself to his community, to his church, to his students, and to his neighbours. He inspired those around him to do better and be better.

My heartfelt condolences go to Lloyd's family, his friends, and the entire Miramichi community. Lloyd was truly one of a kind and he will be missed.

Workplace Safety

[Wayne Stetski, NDP, Kootenay—Columbia, BC]

Mr. Speaker, on October 17, there was a terrible tragedy in the town of Fernie in my riding of Kootenay—Columbia. Three workers, Wayne Hornquist, Lloyd Smith from Fernie, and Jason Podloski from Turner Valley, Alberta, lost their lives due to an ammonia leak at the municipal arena. Ninety five residents living near the arena were evacuated from their homes for five days. My heart goes out to the families of the workers who died and to the citizens of Fernie.

It is estimated that there are over 3,700 ice arenas and curling rinks in Canada and that 65% of them use ammonia as their refrigerant. Since 2007, there have been over 50 ammonia leaks in Canada, many resulting in injuries and deaths. Carbon dioxide systems offer a safer and more efficient alternative.

Our most important role as members of Parliament is to keep our citizens safe. I call on the federal government to work with the provinces to help municipalities phase out ammonia-based systems to ensure there are no more tragedies like the one suffered by the people of Fernie.