Crucial Fact

  • His favourite word was inuit.

Last in Parliament May 2004, as Liberal MP for Abitibi—Baie-James—Nunavik (Québec)

Lost his last election, in 2004, with 43% of the vote.

Statements in the House

Team Canada 1972 November 17th, 1999

Mr. Speaker, Team Canada 1972 is the Canadian team of the century according to a Canadian Press poll.

Several generations of Canadians have indelible memories of that day in Moscow. The Canadian hockey team, with the passionate support of an entire nation, emerged as champions of the series of the century, as the result of a last-minute 6-5 win over the Soviet Union's elite team.

At the 19 minutes 26 seconds mark in the third period of the eighth game in Moscow, a goal by Paul Henderson carried Canada to victory.

In picking his team, coach Harry Sinden chose a group that would end up in the Hockey Hall of Fame.

Thank you, Yvan Cournoyer, Rodrigue Gilbert, Guy Lapointe, Gilbert Perreault, Jean Ratelle, Ken Dryden, Brad Park, Stan Mikita, Phil Esposito, Frank Mahovlich and Serge Savard.

Establishment Of Nunavik Commission November 15th, 1999

Mr. Speaker, the president of Makivik, Pita Aatimi, the Minister of Indian Affairs and Northern Development and Liberal member for Kenora—Rainy River, in Ontario, and the Quebec minister responsible for aboriginal affairs signed a political agreement to establish the Nunavik commission, on November 5.

This tripartite commission will recommend a form of government for Nunavik, land covering the part of Quebec north of the 55th parallel. Its mandate will be to propose a plan of action and recommendations for the structure, operation and powers of a government in Nunavik, along with a completion schedule.

For many years, the Inuit of northern Quebec and I have been nurturing the hope of creating a unique and innovative system of government.

The Inuit of Nunavik have the ability and leadership to stimulate their economic growth within Canada.

Millennium Scholarships November 4th, 1999

Mr. Speaker, the 70 million Canadian dollars now available in Quebec for millennium scholarships over a ten-year period are intended to benefit students from Quebec, particularly those in the greatest need and, combined with the financial assistance they are already receiving, reduce their level of indebtedness significantly.

Minister Legault wants to use the money from the millennium scholarships to replace existing scholarships under Quebec's regular grants and loans program. The students have requested that their loans become millennium scholarships.

Will Minister Legault give a clear undertaking, on behalf of the Government of Quebec, that students in the greatest need will receive approximately $2,000 a year in addition to the assistance they were receiving under Quebec's regular grants and loans program?

Quebec Minister Responsible For Transportation November 1st, 1999

Mr. Speaker, an incriminating letter written on Government of Quebec letterhead paper by PQ minister Jacques Baril was addressed to Pierre Béliveau, a stakeholder in Arthabaska's socioeconomic sector. PQ minister Baril wrote “You are an good example of those Quebecers—and there are still too many of them—who, in order to look good in the eyes of the federalists, will readily smear the Quebec government”.

For months now, Mr. Béliveau, a number of Quebec organizations and myself have been condemning the government of Lucien Bouchard for not following up on its commitments to students through Emploi-Québec.

Mr. Béliveau told La Presse “In an independent Quebec, I would not have received a letter from the separatist minister, I would have been picked up by the state police”.

The comments made by minister Baril in his letter concern all the files of Quebec students at Emploi-Québec. Mr. Baril is afraid to apologize in the National Assembly and he refuses to meet the Quebec media.

Nisga'A Final Agreement Act November 1st, 1999

Madam Speaker, we have repeatedly heard the arguments of our esteemed colleagues in the Reform Party. They have repeatedly been shown that their allegations run totally contrary to fact.

The Nisga'a final agreement represents an important page in Canadian history. That is why I want to take this opportunity to set out a number of these facts, once again.

First and foremost, I must point out that the Nisga'a treaty was negotiated within the context of the Constitution of Canada. All of the provisions set out in the treaty may be realized within the scope of the Constitution as it stands. I hope members will allow me to elaborate.

Section 35 of the Constitution Act, 1982, recognizes and confirms the existing aboriginal and treaty rights of the aboriginal peoples of Canada. However, we do not know specifically the nature and scope of these rights.

Unsettled claims involving ancestral rights, have, in many instances, slowed economic development. Accordingly, in an effort to define ancestral rights, a number of issues have been put before Canadian courts.

We have learned a lot about ancestral rights through the decisions of these courts, but this new knowledge was not enough to resolve once and for all the disputes arising from the claims that are still being made in this regard.

In the most recent cases relating to the existence and nature of ancestral rights in British Columbia, the Supreme Court of Canada concluded that, if there were no treaties, provincial lands could be subject to ancestral rights.

On the other hand—and this is more important still—the courts declared that ancestral rights are group and region specific. In other words, when the courts examine questions relating to ancestral rights, they do so according to the specific facts presented to them, and in relation to the specific group involved.

Consequently, if certain general principles arise out of the current case law, we still cannot count on court decisions to reach conclusions on ancestral rights which could be applicable to all regions of Canada or of British Columbia.

It can take up to ten years for a decision to be brought down in certain cases relating to ancestral rights. What is more, a specific decision might not settle issues applicable to other regions. Let us imagine then, how long it will take and how costly it will be to settle the issues that are still outstanding in British Columbia. It is inconceivable. We also need to keep in mind that, in certain cases, general acceptance of the outcome is not likely to be easy.

Like the courts, the present government agrees that the best way of settling outstanding issues relating to ancestral rights is to take the negotiation route rather than the legal one. Litigation involves conflict and can damage good relations, while negotiation involves reaching mutually acceptable solutions and establishing better relations. This is the approach favoured by Canada.

In Canada, treaties are the traditional method of negotiating solutions to outstanding ancestral rights issues. As with existing ancestral rights, treaty rights are also recognized and confirmed under section 35 of the Constitution Act, 1982.

The treaties covering most of Canada were signed prior to 1927. However, this process was never carried through to completion in British Columbia. The Nisga'a treaty is the first modern treaty to be signed in British Columbia. It definitively resolves the outstanding ancestral claims of the Nisga'a. These concern primarily rights to land and resources, and the right to self-government.

In 1995, the Hon. Ronald A. Irwin published a guide entitled “The Government of Canada's Approach to Implementation of the Inherent Right and the Negotiation of Aboriginal Self-Government”.

This approach signals an evolution in the long established thinking on this issue. For decades, Canadians looked for ways of reconciling the prior presence of aboriginals in this country with the sovereignty of the state.

Long before the arrival of the Europeans, aboriginals lived in this country and managed their own affairs. In British Columbia, and in other regions, the First Nations had well established social systems and forms of government.

Under section 35 of the Constitution Act, 1982, existing ancestral rights are recognized and confirmed. The federal policy on the inherent right of self-government adopted in 1995 recognized that the rights provided for under section 35 included the right to self-government. This shows that Canada is prepared to negotiate concrete and attainable agreements in this regard and to include them in treaties.

There are differing opinions on the scope of inherent rights, as there are on other ancestral rights. The present government, however, has chosen to resolve self-government issues by negotiating concrete agreements according to the Canadian constitutional and legal framework.

If I may, I would like to give a brief explanation of how a negotiated agreement works in the current constitutional context in relation to ancestral rights to self-government.

The Constitution Act of 1867 determines the legislative jurisdictions of the federal and provincial governments. These are defined primarily in sections 91 and 92 of that Act.

The scope of ancestral right to self-government may vary according to the specific situation of the first nations community involved. Consequently, under section 35, the ancestral right to self-government must be considered on a case-by-case basis.

That is what happened with the Nisga'a. The Nisga'a final agreement does not merely define all rights relating to lands and resources to be enjoyed by the Nisga'a according to section 35 of the Constitution Act, 1982, it also identifies the rights to self-government they will have under that same section. The Nisga'a treaty makes no change to the federal and provincial areas of jurisdiction defined in sections 91 and 92 of the Constitution Act of 1867.

According to some, the Nisga'a final agreement created, de facto, a third level of government and this would require a constitutional amendment. The significance of a third level of government is not clear; what is clear is that the Nisga'a final agreement works well within the present constitutional context.

The protection of rights under section 35 of our Constitution does not mean that these rights are inflexible, as some critics would have us believe. Although protected under section 35, they are not absolute.

A number of Supreme Court of Canada decisions have confirmed that governments still exercise a general power, but have to justify any interference into ancestral or treaty rights. The Nisga'a government will evidently carry out its activities within the Canadian constitutional context.

Anyone who has consulted the final agreement knows that the Canadian Charter of Rights and Freedoms will apply to the Nisga'a government. This means that Nisga'a laws will be subject to the charter, like the entire decision making process of the Nisga'a government with respect to such things as licensing or the sale of lands. The Nisga'a government will have to comply with the charter like any other government.

At the risk of repeating what has been said over and over again, federal and provincial laws, including the Criminal Code, will apply on Nisga'a land once the treaty takes effect. Although in certain isolated instances, Nisga'a law may prevail, the Nisga'a will have no exclusive legislative powers. Theirs will be a parallel legislative model.

The Nisga'a laws will take precedence in issues of internal management exclusive to the Nisga'a only. They may be, for example, laws concerning their culture, their language or the management of their land or their assets.

In all other instances, federal and provincial legislation will take precedence, otherwise the Nisga'a laws will have to meet federal or provincial standards or exceed them to be enforceable.

It should be clear to all those carefully examining the Nisga'a treaty that it falls perfectly within the scope of the Canadian Constitution.

Perhaps those who claim that the Nisga'a final agreement is unenforceable without an amendment to the Constitution of Canada simply do not understand the importance of negotiating the reconciliation of ancestral rights within the Canadian federation. Do these people perhaps want to be able to impose arbitrary solutions unilaterally? For our part, we are in favour of negotiation and reconciliation.

We all know where unilateral decisions might lead. History is full of examples of solutions imposed by one group on another. Where feasible, lasting agreements are more easily reached when they have the support of all those to whom they apply.

To conclude, the Nisga'a final agreement is a solution that has been negotiated within the Canadian confederation. It reconciles the rights of the Nisga'a with the sovereign rights of the government, as well as respecting the interests of other Canadians.

I strongly urge all members to put behind them the erroneous and petty arguments advanced by Reform Party members and to support the implementation of the necessary legislation.

In ratifying this treaty and giving it effect through this bill, we will be welcoming the Nisga'a into the Canadian family, while at the same time respecting their dignity and giving them the means to protect their culture and their language.

Supply October 28th, 1999

Madam Speaker, the hon. member has asked me whether I should not be speaking out.

We have nothing to learn from the separatists and the péquistes. We need only mention Québec Air. What did they do? The PQ government never held any hearings before the transport committee. It signed orders. It did not protect northern regions.

Today, I am here to protect northern Canadians, and that is what I am going to do. My message is that I am here to defend my constituents.

Supply October 28th, 1999

Madam Speaker, I have taken careful note of the hon. member's question.

I am indeed from a large region encompassing Abitibi, Témiscamingue and Nunavik. It is the largest region in all ten Canadian provinces, with an area of 802,000 square kilometres, 36 airports, a population of 100,000, and 68 mayors, counting the aboriginal chiefs and mayors in Nunavik.

In committee, the Minister of Transport spoke several times of northern communities and small communities. On October 12, I introduced Motion M-129 to the House, to protect northern Quebec. On October 19, I asked some questions in a transport committee meeting. I also did so on October 26.

Yesterday, I made a statement in the House, precisely to send a message about the north to the Minister of Transport.

Mr. Davis, the President of First Air, is asking the minister to oppose any agreement that does not specifically guarantee the interests of northern consumers, the people of the Arctic and of Northern Quebec, and those of the aviation industry and its employees, airports and investments.

The President of Makivik, Peta Aatami, said the same thing I have said several times here in this House: AThe federal government is legally and morally responsible for protecting the interests of the Inuit covered by the James Bay and Northern Quebec Agreement who could be affected by any reorganization of the Canadian air industry.

In response to the member's question, the Government of Canada stated, as outlined in the minister's speech, that it was going to respect small communities, both those in the south and those in major centres such as Val d'Or and Amos, as well as the airports at Lebel-sur-Quévillon, Matagami and Radisson. I could go on, there being 68 in all within my riding. Particularly in the Sept-Îles sector and other parts of Northern Quebec, the Government of Canada must respect the progress that has been made in air transportation to date.

Supply October 28th, 1999

Madam Speaker, I will be dividing my time with the Liberal member for Mississauga West.

I am speaking today in the context of the policy framework made public earlier this week by the Minister of Transport.

I must thank the minister for appearing before the Standing Committee on Transport and all of its members. His vision of a Canadian airline industry that is not only safe and prosperous, but also meets the needs of Canadians in the XXI century is clear and lucid.

That vision identifies the issues requiring government action and the areas in which such action will make it possible to strengthen this industry on the eve of the new millennium.

One of the questions being debated is the possibility of amending the Air Canada Public Participation Act. Under this legislation, no individual or group of individuals may hold or control more than 10% of voting shares in Air Canada.

When Air Canada was privatized in 1988 and the Air Canada Public Participation Act came into effect, the view at the time was that Air Canada shares should be spread over a large shareholder base. Whether that point of view is still valid in 1999 is debatable.

In his statement on his policy last Tuesday, the minister indicated that he was prepared to increase this limit, if, and only if, doing so would help achieve the objective of a prosperous airline industry under Canadian control.

To this end, the minister asked the two Standing Committees on Transport to examine the question of the 10% limit and, after consulting the main stakeholders and considering the future of the industry, to make recommendations on a possible change to this limit.

All the members of this House know that the airline industry must undergo major changes; they are inevitable. The broad policy for the restructuring of the airline industry in Canada the minister presented to us establishes guidelines for the transformation of an industry, currently comprising two main carriers, into an industry in which a dominant carrier will emerge.

In this regard, the public at large, consumer associations, independent carriers, travel agents and other stakeholders have raised serious concerns about the impact of consolidation on competition in the airline industry.

In fact, in my big region of Abitibi—Baie James—Nunavik, with over 36 airports, and airlines such as Air Inuit, Air Creebec, First Air, Air Boréal and Air Wemindji, First Air is the third largest regularly scheduled airline in Canada and its Inuit owned parent company, Makivik, is paying close attention to statements and actions by the various groups in the reorganization of the airline industry in Canada.

The fear is that a dominant carrier could, by design or inadvertently, act unfairly. Such action would eliminate or limit competition with the intent of controlling air traffic.

In August of this year, Canada's Minister of Transport wrote to Konrad Von Finckenstein in his capacity as Commissioner of the Competition Bureau. In particular, the minister called on the commissioner and the bureau to help the government develop a position that would take the interests of Canadians into account, while giving the private sector the necessary leeway to develop proposals for the structure of a viable industry. The bureau's response, dated October 22, was made public last Tuesday.

I would like to take a few minutes to examine certain issues having to do with domestic competition that were identified by the Competition Bureau.

I am referring here to the issue of predatory pricing and to the issue of airport access. The Competition Bureau notes that a dominant carrier will have both the incentive and ability to engage in various types of anti-competitive behaviour, including predation. Within the airline industry, predatory behaviour can take various forms, including predatory pricing.

Predatory pricing occurs when an airline temporarily sets low fares to inflict losses on one or more rival airlines, or matches fares while adding additional capacity. Once it has eliminated the competitor, the carrier restores higher prices.

The policy framework announced by the federal Minister of Transport deals with this very issue. The document states that “Small and new entrant carriers are potentially vulnerable to excessively aggressive competitive attacks from a larger, established airline. Small carriers run the risk that a dominant carrier may try to drive them out of a market or out of business by substantially lowering fares and increasing capacity in the short run with the intention of recovering the short term losses with price increases in the long run”.

Initially, consumers might seem to benefit from lower prices, but the long term result will be a narrower range of choices and higher prices.

The federal Minister of Transport stated that predatory prices will not be tolerated. According to the overall policy, the Government of Canada must ensure that effective measures are taken to deal with abuse in the air transportation industry.

The commissioner recommended that some sections of the Competition Act and its regulations be amended to grant him the authority to act in this area. Under the overall policy of the federal Minister of Transport, the government recognizes that this is a key issue which must be dealt with decisively.

The minister has asked the House and Senate committees to make recommendations on the best way to reach this goal.

Also, small or new air carriers have trouble gaining access to airports. This is a complex problem that was also examined in detail by the Competition Bureau.

In order to be competitive, new Canadian carriers must get reasonable access to departure and arrival slots as well as various airport facilities, such as boarding gates, loading bridges and ticket counters.

The federal government intends to come up with innovative ways to facilitate access to airports. I would like to elaborate on this point.

A “slot” is an expected time of departure or arrival that is available or allocated to a specific airline, for a specific date, at a specific airport. Take, for example, Toronto's Pearson airport. It is the only Canadian airport that is currently operating at full capacity. It is also the airport where most new entrant carriers will want to land.

A carrier created by merging Air Canada and Canadian Airlines would use up a large portion of the slots at Toronto's airport, particularly during peak hours.

Since the slots are reserved for carriers as long as they need them, it would be difficult, if not impossible, for other carriers to get enough slots to establish new services.

The policy framework announced by the federal Minister of Transport deals with this specific issue. It notes that independent carriers and airport authorities have identified access to airport facilities at the large congested airports as a potential barrier to competition.

Without being able to offer services at Lester B. Pearson International Airport in Toronto and other major airports, new entrant carriers and other small carriers will not be able to compete effectively against a dominant carrier.

The policy framework states that the dominant carrier may need to give up some of its access to congested runways so that other airlines can add to their domestic services.

Guidelines or regulations to ensure fair and competitive allocation of slots may be needed at Toronto and at any other airports where slot control proves necessary.

The guidelines would ensure that a reasonable portion of the surrendered slots comes from the most congested times, days and seasons, as these slots are the hardest to obtain.

In conclusion, in a restructured industry with a dominant carrier, it will be necessary to promote competition. The government intends to put in place the necessary mechanisms to encourage the arrival of new entrant carriers and the growth of existing ones, such as First Air, Air Inuit, Air Québec, Air Canada, Air Wemindji, Canadian Airlines and others in Canada.

Air Transportation October 27th, 1999

Mr. Speaker, First Air, the third largest regularly scheduled air carrier in Canada and its Inuit owned parent corporation Makivik oppose the merger of Air Canada and Canadian International Airlines proposed by Onex.

The president of First Air, Bob Davis, is asking the Minister of Transport to oppose any agreement that does not guarantee specifically the interests of northern consumers and of the aviation industry in the north, the positions of First Air employees, Air Inuit and the investments of the Inuit in the compensation funds set up under the terms of the James Bay and Northern Quebec Agreement.

According to the president of Makivik, Pita Aatami, “the federal government is legally and morally bound to protect the interests of the Inuit covered by the James Bay and Northern Quebec Agreement, who might be affected by a reorganization of the aviation industry in Canada”.

Trucking Industry October 25th, 1999

Mr. Speaker, an agreement to reduce the number of hours worked by truck drivers will be concluded in the next two weeks between the partners in the Canadian transportation industry.

Mr. Vaudreuil, the president of the CSD, in Quebec, feels that reducing the number of hours worked is a noble principle as far as health and safety are concerned. He is, however, worried about its effects on the income of the 900 trucker-owners in his association.

If the rates remain the same, the independent truckers will simply be earning less. This is less of an issue for the thousand or so unionized drivers in Quebec.

In order to settle the income issue, a consultation committee must be struck to bring together representatives of industry and of the various levels of government. According to Mr. Légaré of the independent trucker association l'Association des camionneurs artisans du Québec, the solution in Quebec depends on truckers' right to unionize or on the creation of a trade association to represent them.