Stan Dromisky

[Robert Simpson, December 4th, 1998]

Mr. Speaker, Robert Simpson, a resident of Thunder Bay, founder and past president of the Thunder Bay Salmon Association was an honorary recipient of the Recreational Fisheries Award presented by His Excellency Romeo LeBlanc, Governor General of Canada.

For years Mr. Simpson led the battle to enhance our fisheries resources. His efforts were not for his own gain, but for the benefit of Canadians and our recreational fisheries. He has done his part to give us a richer resource and has acted as a model of public spirit in northwestern Ontario.

It is really gratifying to see that the fine work of anglers, outfitters, guides and other people who care about recreational fishing are being recognized.

We should all know that recreational fishing is an important contributor to our country's economy, culture and heritage. No one knows this better than Bob Simpson.

[Highways, December 3rd, 1998]

Mr. Speaker, for the hon. member once again I must repeat, and I will quote from the auditor general's report: “We found in all the negotiated agreements that the program objectives, funding levels and cost sharing ratios to be maintained throughout the life of the agreements reflected the government's directives”.

[Railway Safety Act, November 20th, 1998]

Mr. Speaker, I am pleased to rise in the House to begin the second reading debate on Bill C-58.

In September 1997, following the train derailment near Biggar, Saskatchewan, the Minister of Transport ensured that a number of immediate safety actions were taken by the railway. Subsequently, the department ensured that a Transportation Safety Board interim recommendation on the derailment was addressed so that travelling Canadians could benefit from the recommended safety enhancements.

Shortly after the derailment the minister announced that he was delaying the reintroduction in the House of Commons of the amendments to the Railway Safety Act. He directed departmental officials to examine other possible improvements to the legislation as well to see whether we could improve the mechanisms for overseeing safety and regulatory compliance.

A rail safety review committee was immediately established and was composed of railway safety, risk management and regulatory experts. The committee was also asked to consult with the rail industry and other stakeholders and to recommend ways to further improve rail safety.

Departmental officials reported back to the minister last January and in March the minister announced that he had accepted the department's rail safety review committee's recommendations. At the same time, he made public the committee's report.

At that time the minister asked his officials to proceed quickly with the committee recommendations that did not require changes to the legislative framework, such as improvements to rail safety practices and rules. This work began in the spring of 1998.

Today I am pleased to inform the House that the legislative changes imposed in this bill include a number of new provisions recommended by the review committee which will further enhance safety in Canada's rail industry.

These new amendments to the Railway Safety Act were prepared in extensive consultation with the railway industry, railway unions, the Federation of Canadian Municipalities, the Canadian Safety Council, Transport 2000 and provincial officials.

Consultations were held as late as October of this year to provide stakeholders with an opportunity to reach a consensus on the intent of the proposed amendments in Bill C-58.

These proposed changes are fully modernized and reflect good practices used in safety regimes for other modes of transportation, changes such as: a new policy clarifying the objective of the act as well as the roles and responsibilities of all parties relative to railway safety; authority to require railways to implement safety management systems; authority to require railways to report safety-critical information for the purpose of railway system safety performance monitoring; a new safety compliance order targeted at safety management system deficiencies; increased authority for rail safety inspectors; and an improved consultative process.

The legislative framework will allow the department to require railways under federal jurisdiction to adopt formal safety management systems. The department would have full authority under the legislation to ensure that railways comply with this requirement and to take effective action as required to ensure full compliance.

This will also respond to earlier recommendations of the Transportation Safety Board with respect to more effective means of auditing railway safety.

The inclusion of the safety management systems is expected to improve railway safety by promoting a safety culture within the railroads, enabling railways to demonstrate their commitment to safety and demonstrating that railways are in compliance with regulatory requirements.

In the consultations with stakeholders it was evident that the majority of them wished to have a consultative committee on matters of safety. I am pleased to say, as the minister previously announced in March 1998, that the department is committed to the establishment of a permanent consultative committee of departmental officials and rail safety stakeholders.

The objective of this committee, which will be comprised of all interested parties, is to ensure that decision making on issues of railway safety includes effective consultation. This would involve an active two-way communication to develop a better understanding of issues and solutions. This committee will complement the improved consultative requirements contained in this bill.

It is anticipated that the first meeting will be held early in the new year.

Every year many Canadians lose their lives at crossings or while trespassing on railway property. This is the most significant problem facing rail safety and a major effort has been undertaken to respond to it. The Department of Transport has a program and a number of initiatives in place, and this act also contains provisions to further improve safety at crossings.

The department's program in this regard is covered by the following four Es: elimination, engineering, enforcement and education.

The first E stands for elimination. The objective is to eliminate unnecessary and unsafe crossings so that road users will be using, wherever possible, those with automated warning systems or better physical characteristics.

One amendment for crossings would allow the minister to make a grant as compensation for closures. Another would allow him to control the opening of new crossings on high speed lines.

The second E stands for engineering. As part of the Transport Canada crossing monitoring program, the new bill will provide for safety reviews at crossings in certain circumstances such as serious accidents.

The third E stands for enforcement. The railway safety inspector's overall monitoring for compliance can result in a variety of safety actions being taken for identified deficiencies.

Finally, the fourth E stands for education. Education is vital if we are to obtain the full benefits from the other three Es. For example, the Department of Transport is a full partner in operation lifesaver which educates Canadians on safety issues.

The proposed changes will also support a national program called direction 2006 which aims to reduce by 50% the number of highway/railway grade crossing collisions and trespassing incidents on railway property by that year. This program has the ongoing support of all stakeholders.

The government faces a huge challenge to reduce greenhouse gases and improve the environment. The proposed bill includes an authority to make regulations restricting emissions from the operation of railroad equipment. There is at present no such authority federally and the proposed Canadian Environment Protection Act excludes railway equipment. This proposed power will allow for a cleaner environment and will help Canada meet worldwide quotas for emissions.

The proposed legislative changes will enhance the ability of the railway safety system to give reasonable assurance of the continuing state of railway safety in Canada and to contribute to sustainable transportation.

To conclude, Transport Canada's first priority is and always will be the safety of the transportation system in Canada. I believe these amendments to the Railway Safety Act will strengthen the regulatory framework that governs safety in this critical mode of transportation. I believe they will provide the department with the means to ensure that Canada's railways will continue to improve their safety performance as we head into the 21st century.

[Canadian Human Rights Act, November 17th, 1998]

Mr. Speaker, I am pleased to have the opportunity to respond to the matter raised by the hon. member for Cumberland—Colchester on October 20, 1998 as well as this evening regarding aircraft safety and kapton wiring.

During the certification of both foreign and domestic aircraft used in Canada, Transport Canada assesses aircraft wiring systems including the use of kapton wiring for appropriate installation. The U.S. Federal Aviation Administration addresses the limitations associated with the use of kapton wiring. It does not prohibit its use but it does caution on proper installation.

When installed in accordance with FAA guidelines and subjected to the appropriate maintenance inspection procedures, there are no identified problems associated with the use of kapton wire. While Transport Canada is aware of Department of National Defence initiatives concerning this wire, there is no evidence of an identified safety problem with the use of kapton in the civil environment.

Despite the position taken by the U.S. navy that kapton was totally unacceptable for its aircraft, there was no clear experience to indicate a widespread problem on civil aircraft. It is not Transport Canada's practice to require changes on in service aircraft unless experience has shown it to be necessary to take such action. If it is shown through inspections, service difficulty reporting or occurrence investigation results that there is a problem with kapton, Transport Canada as regulator will take prompt and appropriate action to mitigate the safety risk.

In closing, Transport Canada continues to monitor closely the overall transportation safety board investigation into the Swissair accident and to evaluate information as it becomes available.

[Railways, October 29th, 1998]

Mr. Speaker, today over 100 railway industry representatives have been meeting with MPs, senators and officials to discuss issues vital to the Canadian economy.

Canada's railways play a vital role in the country's economy. Some 40% of the nation's efforts depend on safe and efficient rail transportation.

Today Canada's railways represent a combined investment of more than $12 billion in track, roadway, facilities and equipment. In addition to 46,000 railway employees, some 30,000 workers in communities across Canada are employed directly or indirectly by those companies which supply the rail industry.

I would encourage all members to meet with the representatives at a reception this afternoon in room 200 in the West Block beginning a 5 p.m.

[Highways, October 26th, 1998]

Mr. Speaker, the Department of Transport has done everything in its power to provide a safe, efficient and sustainable transportation system. In this situation the provincial ministry is responsible for a great number of the concerns. However, we will not renege on our responsibility to continue to provide Canadians with one of the safest transportation systems in the world.

[Committees Of The House, October 21st, 1998]

Mr. Speaker, in accordance with the provisions of Standing Order 109, I have the honour to table, in both official languages, copies of the government's response to the fourth report of the Standing Committee on Transport entitled “The Renaissance of Passenger Rail in Canada”.

[Thunder Bay Regional Arts Council, October 9th, 1998]

Mr. Speaker, from October 13 to 27 my riding is holding a citywide celebration of events and displays co-ordinated by the Thunder Bay Regional Arts Council.

This celebration aims to heighten community awareness of arts and heritage in Thunder Bay and to provide increased opportunities and exposure for artists' organizations.

The central event of this celebration is a four day long arts fair during which artists and art organizations display, demonstrate and provide hands-on activities to the public. This fair gives the community an opportunity to participate and create, enriching the community's creative experience.

I encourage all members of the House to support the artistic communities in their ridings.

[Criminal Records Act, September 29th, 1998]

Madam Speaker, I am pleased to respond to the matters raised by the hon. member for Regina—Lumsden—Lake Centre on June 9, 1998 regarding the discontinuance of operations over railway lines.

Mr. Estey, who is studying all aspects of the grain industry in western Canada, has been asked to recommend ways to ensure Canada has the world's most efficient, viable and competitive grain transportation and handling system to meet the ongoing and long term expectations of our customers. Mr. Estey's recommendations will not affect the economics of the operation of any prairie branch lines. Those lines with low or declining traffic owing to the closures of elevators by the grain companies will remain classified as uneconomical.

However, the rail network rationalization process was designed to encourage commercial purchases of low traffic density lines. In the event that commercial transfers are not possible, it will allow for provincial and municipal governments to preserve these lines by purchasing them at net salvage value.

Rail network rationalization in Saskatchewan is to be driven by the decisions of the grain companies. As grain companies divert grain to newer or expanded loading facilities, country elevators are closed and traffic disappears from these branch lines. The province of Saskatchewan has not exercised its right under the Canada Transportation Act to acquire these lines at net salvage value.

In closing, I would emphasize that the rail rationalization process has proven to be very successful. At the urging of the Minister of Transportation, the railways have not proceeded with the discontinuance of lines if community groups have expressed interest in acquiring them. For every line discontinued six lines have been transferred. Therefore, the government does—

[Experience Canada, September 23rd, 1998]

Mr. Speaker, Experience Canada is a national career development program designed to reduce youth unemployment and increase national unity by helping graduates gain the work experience they need to qualify for the modern workplace.

Eligible participants benefit from an all expenses paid, 24-week work experience in a province or territory other than their own. They emerge from the program with a better understanding of the country, greater confidence and real work experience.

This is a win-win program. Canada wins because young Canadians are made more productive. Participants win because they acquire new skills and confidence. Funding comes from the private sector and Human Resources Canada.

Here is another fine example of how this government is helping young Canadians.