David Anderson

[Hazardous Products, May 13th, 1996]

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

We have sent two observers to the "Operation Respond" sites in the United States and they will continue to be there monitoring what is taking place. If they come across procedures or come up with suggestions that would improve our system, we would be very pleased to look into those. That is why they are there.

I would like to add that right now we do have a very good emergency response information centre, the Canadian Transport Emergency Centre, or CANUTEC, which operates 24 hours a day, seven days a week.

Concerning his last question with respect to sites in Canada, if these are proceeded with, we will look into incorporating them into the types of studies we are doing at the present time.

[Quebec Bridge, May 10th, 1996]

Mr. Speaker, ten trains a day cross the bridge, whereas it is used daily by 25,000 cars and trucks.

The deterioration of the bridge, including the part on which vehicles drive, is due mainly to car and truck traffic, and to using salt throughout the winter season to make it safer.

Motor traffic in the province of Quebec is the responsibility of the Quebec transport department; it is not a federal responsibility. I find it rather surprising that the hon. member and his party would want the federal government to interfere in Quebec's affairs.

[Railways, May 3rd, 1996]

Mr. Speaker, in the remaining minute of question period it is difficult to deal with the hour I spent with the committee earlier this week, which apparently the hon. member did not bother to attend. It is difficult in one minute.

Let me try to point out to him that shippers, that is the people who move grain, the producers, the railways and other groups such as pension funds that might want to invest in a transportation system will all have the opportunity to bid on the hopper cars when the time comes for us to dispose of them.

We will have open bidding. Obviously we have put restrictions on this to protect western shippers and western grain growers, to ensure there is an efficient transportation system. Nothing could be more damaging to the western producer and the western shipper than to have the railways in such a situation where they cannot meet costs and thus will continue to operate or use equipment which is inefficient or not in the best of condition.

The rail system in western Canada is run under adverse climatic and geographic conditions. We have to make sure we have an efficient system in the interests of the producers and the shippers-

[Federal Harbours And Airports, May 3rd, 1996]

Of course, Mr. Speaker. We have $35 million for the airports throughout the country. I hope that that will be sufficient; we will see. The money is there, set aside for this program and for the purpose mentioned by the hon. member.

At the same time, it should be pointed out that $125 million have been earmarked for the same reasons, to help with the transfer to the private sector, to municipalities. Sometimes, for example, in ocean harbours, provincial ferries may now have a harbour under federal authority that we want to turn over to the province.

The money is there. We will see how many requests we get. I am certain that with the help of my hon. colleague, and of the Quebec transport minister, we will be able to have some very productive exchanges that will be to everyone's benefit.

[Federal Harbours And Airports, May 3rd, 1996]

Mr. Speaker, I had some very constructive discussions with Quebec's transport minister, Mr. Brassard. We spoke about the need to exchange information with regard to the transfer of airports to municipalities, the province or private interests.

We will continue with the program, but it is my hope that in future we will be able to continue to have, in a spirit of co-operation, discussions that are productive for both parties and for these airports during the transfer period. There are, I believe, $35 million set aside to help with the transfer, that is to improve the infrastructure of these airports before they are turned over to municipalities.

What I am waiting for from the province of Quebec is a decision on its part to allow the 12 municipalities who wish to enter into discussions with us to do so. In the province of Quebec, they cannot deal directly with the federal government without Mr. Brassard's permission. I hope to have this permission within a few weeks.

[Questions On The Order Paper, May 2nd, 1996]

Mr. Speaker, Transport Canada advises as follows.

Ontario is the only province in which Transport Canada operates docking facilities to provide ferry services to islands.

In the Ontario region of transport there are five ferry operations that provide services to islands. The five ferry operations are listed and pertinent information is included.

Tobermory to South Baymouth (Manitoulin Island): Manitoulin Island is accessible by Highway No. 6 of the provincial highway system, therefore the residents of Manitoulin Island do not depend solely on the ferry for access to the mainland. Because of the highway access, the Manitoulin Island operation may not be a good example for a cost comparison. It should also be noted that the ferry to South Baymouth is operated by the province of Ontario, Owen Sound Transportation Company Ltd. and it operates for only six months of the year.

The following maintenance and repair costs have been incurred at the Tobermory/South Baymouth sites:

Tobermory/South Baymouth:

1990-91 Wharf repairs $4,500 1991-92 Wharf repairs $129,200 1992-93 Wharf repairs $396,300 1993-94 - - 1994-95 - - 1995-96 Electrical Repairs $500

Kingsville to Pelee Island/Leamington to Pelee Island: The Pelee Island residents rely solely on the provincially operated ferry for

access to the mainland. The operator of the ferry operations is the Owen Sound Transportation Company Ltd.

The ferry structures at Pelee Island, Kingsville and Leamington were rebuilt just recently in a joint federal-provincial government agreement that was made under ministerial agreement signed in December 1992 by Transport Canada and the Ministry of Transportation and Communication. The project started in 1992 and was completed in 1995. The Transport Canada share for this project is shown below:

Kingsville Ferry Terminal $2,285,000 Leamington Ferry Terminal $3,663,000 Pelee Island Ferry Terminal $4,868,000

Millhaven to Stella: The Amherst Island residents rely solely on the provincially owned ferries for access to the mainland. The ferries are operated by the twonship of Amherst Island. The following maintenance and repair costs have been incurred at the Millhaven and Stella sites:

Millhaven: 1990-91 Timber crib repairs $22,000 1991-92 Wharf repairs $46,000 1992-93 Wharf repairs $359,000 1993-94 Wharf repairs $356,000

Stella: 1991-92 Wharf repairs $34,000 1994-95 Wharf reconstruction $37,000 1995-96 Wharf reconstruction $443,000

Wolf Island to Cape Vincent, New York: The Wolf Island residents rely on two ferries for access to mainland. The Kingston ferry provides year round service; however, Transport Canada provides no infrastructure for this operation. The Horne's Point ferry is a privately operated international ferry to Cape Vincent, New York. The following maintenance and repair costs have been incurred at the Horne's point ferry structure:

Wolf Island: 1991-92 Wharf repairs $39,000 1994-95 Wharf repairs $50,000 1995-96 Wharf repairs $432,000

Moosonee to Moose Factory Island: Moosonee school children rely on the privately owned ferry for transportation to and from school each day. The ferry operates from ice out, usually the first week of June, to freeze up, usually the last week of October each year. Also the ferry service provides access to the hospital that is located on Moose Factory Island. The alternative access methods to the island are freighter, canoe, helicopter and in the winter, cars, trucks and snowmobiles.

The following maintenance and repair costs have been incurred at the Moose Factory site:

1990-91 Annual service contract $14,250 1991-92 Annual service contract $25,250 1992-93 New timber floats $23,000 1992-93 Annual service contract $8,750 1993-94 Annual service contract $23,000 1994-95 Float modifications $2,500

In all cases mentioned above Transport Canada owns the main structure for the ferry operation, but it does not own the ramps for the loading and unloading of vehicules and passengers. Part (b) of Question No. 24, making a percentage comparison to other marine structures may not be a fair comparison because the structures are substantially different in load requirement and overall size. Also, the location of a structure can have a dramatic effect on the yearly maintenance cost, i.e., ice conditions, wind and wave action, as well as current speed or flow.

[Quebec Bridge, April 30th, 1996]

Mr. Speaker, in the case of the bridge to Prince Edward Island, the government has a constitutional responsibility. As for the Quebec bridge, it was transferred to CN three or four years ago, before this government took office. At the time, the federal government gave land located next to the bridge and worth some $30 million. We expected CN to continue to maintain the bridge, as it is doing.

This year, CN will spend $1.5 million on maintenance, and that level should remain the same for the next 10 or 20 years. Still, responsibility for the bridge rests with CN. If the province of Quebec, which, I believe, allocates $25,000 annually for the use of the bridge by automobiles, is interested in helping out with the maintenance costs, this will be good news.

[Quebec Bridge, April 30th, 1996]

Mr. Speaker, the government is well aware of the importance of the Quebec bridge, but it is the responsibility of CN, not the federal government, to maintain it.

In the case of Prince Edward Island, both the federal and provincial governments have constitutional responsibilities. There is a big difference, which explains why the federal government is involved in the funding of this venture, but not of the Quebec bridge, which is CN's responsibility.

[Canadian National, April 29th, 1996]

Mr. Speaker, the compensation of senior public servants and people in the private sector is not normally a matter to be discussed in the House.

The important matter which I think must be borne in mind by members on all sides of the House is to make sure that for our major corporations we get the most competent people possible.

I would suggest to the hon. member that as CN is in the process of being totally privatized, it perhaps would be inappropriate at this point for us to comment upon his salary as president of a private corporation.

[Railway Safety, April 29th, 1996]

Mr. Speaker, as I indicated in my earlier response, the issue of hazardous substances carried in tank cars or in other rail cars is a matter of serious concern.

The difficulty the member has posed is that because of the nature of this country's development, rail lines quite frequently pass through inhabited and municipal areas. It is simply not possible to give the type of blanket guarantee he has requested. I can assure him however that the specific concern of this area and the possibility of any bypass or diversion will be looked at. In fact, it is currently being looked at.