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Crucial Fact

  • His favourite word is things.

NDP MP for Windsor West (Ontario)

Won his last election, in 2015, with 51% of the vote.

Statements in the House

Public Safety September 19th, 2017

Madam Speaker, the parliamentary secretary is battling a cold, so I appreciate him spending time here this evening for this debate, which is very important.

I would like to highlight a couple of important points. It seems odd, in a country like ours, that we are concerned about the court system looking at national security protection for Canadians and jobs against a non-democratic government. It is important that we look through that lens. The concerns I raised were part of the U.S.-China Economic and Security Review Commission, which raised this in Washington. As well, at the time, security officials recommended against the takeover, saying the technology transfer would give China access to advanced military laser technology and would diminish Canadian allied military advantages.

My concern is that once it is out the door with China, its relationship with other countries like North Korea is something we cannot control. That technology should be under control.

Public Safety September 19th, 2017

Madam Speaker, I rise again in the House to talk about the sale of Norsat, a Canadian-owned company, to Hytera, a Chinese company. This sale has created not only many concerns related to foreign control and ownership but also sensitivities on national security and with Canadian investments, those being tax credits and other types of investments to grow Canadian technological industries. It is important to note that these subsidies should be bearing fruit as jobs and innovation in Canada. For that to be plucked by a Chinese firm is an issue in itself, but more importantly, two former directors of the Canadian Security Intelligence Service, Richard Fadden and Ward Elcock, have said that the transactions should have been subjected to a full-scale security review, which the government did not do. It is very disconcerting.

It is important to note what this Canadian company does. Norsat provides communications solutions and provision of services for government organizations, military, transportation, resources, marine industry companies, news organizations, public safety, search and rescue operators, and others. Basically, it has two main segments, Sinclair Technologies and satellite communications. This is important, because it was purchased by Hytera, a Chinese state company, which now has control over these advancements and technologies.

The U.S. has expressed concern with regard to this takeover. I would add that what has happened in the meantime is that we can only see the challenges faced by the use of this technology and these services, and then there is the lack of leverage we now have with regard to issues of international developments. It is quite obvious that the United States is concerned with regard to China's relationship with North Korea. We have those concerns as well, and we do know now that Canadian technology has again gone to a state-owned enterprise, with the Chinese government having connections with its companies. Being a Communist nation, it certainly has control over some of the industrial development there.

It is important to note that this subject has been raised before. Interestingly enough, I raised these concerns and worked hard for a number of years to get a security review of these kinds of transactions through a national security lens. The government failed to do so in this case, although it had been suggested by many people within the industry itself and experts in the field. This issue was opened up when we launched a campaign in the past when Chinese investors and other non-democratic governments were purchasing Canadian companies.

The sale of Norsat to Hytera was interesting in the sense that while it was going on, the Conservatives rejected it, but the Liberals opened the doors for it. Also, with Motorola in the United States, there were hearings about a number of different patent infringements that took place.

Therefore, my question to the government is this: why would we want to allow Canadian companies to basically be usurped in this way without full security reviews?

Strengthening Motor Vehicle Safety for Canadians Act September 19th, 2017

Mr. Speaker, at the end of the day, we cannot take the dog's leftovers off the end of the table, as we currently do when we compare what the American consumer receives in protection on automobiles versus the protection we receive. That is what we really get. We get the scraps. We get what is available. When Toyota came and apologized to the United States Congress and Senate, our Department of Transport issued congratulations remarks. The U.S. got investments of millions of dollars and its consumers got better protection; we did not. That has to end. We need full reciprocity. The bill needs to do that.

Strengthening Motor Vehicle Safety for Canadians Act September 19th, 2017

Mr. Speaker, that is a very interesting question, because it would seem to me to be an unnecessary protection against consumers. It would be an escape clause.

What is necessary in some matters is reciprocity with the United States. If we are truly going to have a law that would give us the same standards for vehicles sold in Canada and in the United States, the consumer should expect the same elements, and we should have the same results from those companies.

I used the example of the Toyota software problem they had with the Prius, because it is the primary one. In California, when the Prius had the software problem, California residents were often being picked up at their house—at least, their car was—and taken to the dealership. That was one of the agreements they had. Otherwise, the company would be fined. Meanwhile, in British Columbia, the owner had to drive the vehicle in, and that did not even come until months later, after there were a number of different pressures applied and it became so painfully obvious that they had to do something over here.

It has also resulted in the way the companies treat our country. Allowing a minister to monitor penalties through measures this complicated and convoluted is not good enough for consumers. We want simple laws in terms of expectations, and no escape clauses. That will be one of the interesting aspects when committee members are given an opportunity, with consumer rights groups coming in, to make sure it is simple and effective.

Lastly, to the examples of how we are treated versus the United States, we are the poor cousin in this situation. People are better off buying a vehicle in the United States. That is why people at some border communities are purchasing vehicles in the United States: it is the consumer protection. Also, there is the element of auto repair, in that the right to repair in aftermarket service is much more prolific in the U.S.

That difference simply has to end. If the companies want to have the same market to sell an apple in North America in Canada and the United States, then the consumers need to be treated that way as well. They cannot treat us differently just because they do not want to, and the bill has to protect us from that.

Strengthening Motor Vehicle Safety for Canadians Act September 19th, 2017

Absolutely, Mr. Speaker. One of the amendments that I will be tabling relates to work that I previously did in this Parliament on what is called “the right to repair”. The right to repair involves the automotive aftermarket, not the actual dealerships. The aftermarket had a hard time getting information from dealerships or companies about equipment, software, training, or any of those things. Stores like Canadian Tire and small garages and repair shops are not getting proper information or training or even material from the manufacturers, the OEMs. Just downloading a piece of software was prevented. A car could be fixed at a local garage, but it would have to be towed somewhere else to get the software installed, a simple download that would take seconds. This is one of the concerns that I will be raising.

Telchnology is changing. A voluntary agreement with respect to this was created in the past, so I am hopeful that the Conservatives and the Liberals will support this idea. We may need to look at this some more, because technology has changed quite significantly in the last 10 years. The bill does not take into account some of the new elements that are required.

As an example, people living in a rural area who receive a recall notice cannot get their vehicles fixed because the local garage cannot get the proper software from the manufacturer. This is not done for free. It pays the same price as everybody else, but if the local garage cannot download the information, the vehicle has to be towed or it is left to sit on the streets for a longer period of time, thereby creating worse environmental and repair issues, which in turn create more danger.

If a recall takes place with respect to airbags, for example, and the repairs can only be done in dealerships, then all the vehicles involved cannot be fixed properly. Those vehicles will continue to be on the road with parts that have been recalled, instead of having the local garage and the medium-sized business fix the problem. We need to make sure this is covered in the legislation.

The Liberals seem to be fixated on attacking small businesses right now, but maybe they will understand because of public safety issues and environmental issues that we have to support small business on this issue, because it is those small businesses that are being frozen out at times just because manufacturers will not release information.

The United States provides this information under its environmental laws, and it was done even on a number of different conditions and so forth that were voluntary and were later followed up. It was more than just voluntary. If the recalls were necessary, they had the power to do so. In Canada, recalls were entirely voluntary, and only companies like General Motors were doing them in full capacity. Ford, to their credit, came to the table on this, and then eventually Chrysler.

We need to make sure the law is modernized, because if people are waiting in a lineup to have a child's car seat fixed because of a recall, that is wrong.

Strengthening Motor Vehicle Safety for Canadians Act September 19th, 2017

Mr. Speaker, it is with a heavy heart I rise to continue debate, but that is what we need to do here in the House of Commons on bills that make a difference for Canadians. We will do that in the spirit of what has been taking place. Mr. Chan and his family can rest assured that this bill is in the spirit of getting the co-operation of all the members in the House.

It is an important one for public safety. Bill S-2, an act to amend the Motor Vehicle Safety Act and to make a consequential amendment to another act, is about providing safety that we do not currently have for Canadians.

For those not aware, an automotive recall is not even enforceable in Canada when, for example, child seats are defective. Even if the safety or reliability of brakes or other components in a vehicle, and their data, are being questioned, a recall cannot be forced in this country. That is different from the situation in the United States.

My speech will focus on a few of these things. This bill is an opportunity to protect Canadian consumers and provide the reciprocity that is necessary.

It is interesting to note that I have been on record on this issue for over a decade in the House. In the past, no transport minister from any political party, whether Conservative or Liberal, could force the auto companies to do what is necessary. Ironically, throughout these years a series of accidents, insurance increases, and public safety issues have been neglected. In addition, consumers have been put at the lower end of that.

Right now the most notorious issues are with respect to Volkswagen and the manipulation of emissions and Toyota's wilful attempts to mislead the public with respect to the Prius. In this case reciprocity was not provided to Canada to match the settlements in the United States. Last is the issue with Takata airbags, which are defective in Canada, and we are treated as secondary citizens with respect to this recall. Every Takata airbag has issues, yet it has the entire market with respect to airbags and safety, so just about everybody has defective material in their car, and Canada's recall program is subservient to that of the United States.

I want to touch on a few figures as to how we got to this place, but it is important to recognize where we have been with the industry. Therefore, I am going to focus on the following: our rights as individuals with respect to consumer issues; on trade, with respect to where the industry has gone; on what has happened to diminish our capabilities for a recall in this matter; and on the future with respect to where we can go with this legislation when it goes for testimony and what would take place.

It is important to note that the legislation in Bill S-2 was previously brought in by then Minister Baird, who at that time had promised to bring this in under the Conservative regime. He came close to getting some amendments and changes, but there was a lack of political will and a lack of exercise to get this across the goal line on the final day. Unfortunately, it was a missed opportunity, but the first of the strong debates that took place here in the House of Commons related to the Toyota file. That file is important because it highlights that we do not get reciprocity now. As Transport Canada at that time was applauding Toyota for issuing a recall notice, the United States was having hearings, and it actually had the company president come to the United States to apologize. Toyota did not even bother to step into Canada at that time.

There was a multi-million-dollar settlement, and consumers were protected much more extensively in the United States. On top of that, the U.S. was given investments in new research and technology. What did Canada get? Zero. We got absolutely nothing related to that.

That was at a time when, for the last three decades, the industry had been crying for reciprocity related to standards. Therefore, there has been a good movement toward this.

It has been frustrating to see issues such as the bumper issue, for example, between the two countries become a problem, or when the different components of their manufacturing are not aligned properly, which was a lobbying-intensive industry action.

However, when it came to consumer rights, it was a different story for Canadians. There were different expectations with respect to consumers. More importantly, there was a weak-kneed government that, to this day, has decided to let a foreign nation set the rules, the compensation level, and the accountability of automakers in the United States. There is a complete abdication of responsibility happening until this bill is passed, because currently the transport minister has no official powers. He or she is an empty vessel. It does not matter what political party he or she is affiliated with. They have known this for a long time, and we have seen it affect Canadians. There are a number of cases that have been out there in the past. Therefore, we are glad to see this bill come forward, and I will touch on some of the new powers that are very important.

There was a last-ditch effort by the previous Conservative administration to table a bill in its dying days of government to address this issue. It has only now resurfaced because the airbag situation with Takata has reached such heightened proportions that we can rest assured that Canadians are shaken, whether it be through the Volkswagen or Toyota scandals. We went through the election with the Volkswagen scandal and saw Canadians not only lose tens of thousands of dollars in vehicle investment, but at a time when we had been asked to take the actions necessary to combat global warming by reducing emissions and pollution, there was also an organized complicit attempt, which was successful for a short time, to market this to Canadians, Americans, and people across the world with dishonesty, which increased emissions and pollution, and Volkswagen benefited from this financially. That resulted in financial penalties in the United States. However, there was nothing for consumers in Canada. Therefore, a class action private lawsuit is necessary because the government could not be bothered and is too lazy.

We finally have this bill coming from the other place, from the Senate. It was not tabled in the House of Commons, as we would have expected, by the Minister of Transport, given the fact that the previous Conservative regime had assembled the bill, which has been available and ready for two years, sitting on a shelf. The Liberals just had to dust it off, bring it forward, get it going, and get it done. Instead, it took the other place to get it going. The Liberals supposedly do not have a caucus in the Senate. Therefore, it seems it took a private member's initiative to get it going. That is what it is at the end of the day.

I am grateful this is related to the work of the previous minister of transport and the Conservatives because there is some good work that was done in this bill. For instance, the minister has the power to order a company to publish a notice of non-compliance as stipulated in the minister's order. Right now companies do not have to comply with that, but the minister would be able to force a recall on a child seat, for example, that has been ordered for recall and is not listed. He or she would be able to order a correction, and the companies would have to do additional inspections and follow ministerial orders.

While they would have it under lesser but quite significant powers, there is also the talk about designating enforcement officers with the power to enter into an administrative agreement for enforcing the act, enhanced powers for Transport Canada inspectors, and the power to exempt companies from the regulations under specifics. If they are going to be moving forward on new technology and new awareness, that would be important to it. I have some concerns about that, but there is some ministerial discretion in there; and it will be key whether there are going to be Transport Canada officials who are ready, trained, and available to do this work. I am very pleased that this is coming forward to do that.

There would also be monetary penalties and an appeal and tribunal element, which would bring more publicity to the files. That is important because having a government website for these is not sufficient or people finally bringing their car into the automotive repair shop and then finding out about a recall later on, are not the best ways to handle it. There would be enhanced powers for the inspectors and measures to support dealers.

One thing whose importance I want to make sure is noted is that it is unfortunate this country has moved and has not retained its automotive footprint. It is ironic right now, as I talk about these things, that we are currently in restructuring or re-discussions of a North America free trade agreement. When we signed with regard to NAFTA and free trade, we were at that time the number two automotive manufacturing country for assembly and production. That meant that a lot of the assembly and production took place, and the parts and other supporting manufacturing and innovation took place around it in clusters. The industry is known as clusters. Obviously for transportation and other matters, it is easier for it to be around the assembly component, and it is also better for resources to be drawn upon.

Things have changed to some degree with regard to materials. When we signed on to that agreement and even 10, 20, 30, and 40 years ago, steel was the main component of an automobile. It still is to this day, but now there are several compounds and elements that are used for different parts, including everything from plastic to some materials that are lighter and are also variations of different elements to make the vehicle lighter, stronger, more flexible, and so forth.

The big thing is that when we signed these trade agreements, we gave up the Auto Pact. The Auto Pact was about the production and manufacturing in Canada of vehicles that would then be shipped into the United States. It was a very positive trade agreement where we actually had access into the American market and did a lot of manufacturing and distributing into the United States. In fact, that is when we were at the height of the auto industry. When we signed on to free trade in NAFTA, that was later challenged by the Japanese to move their products into our areas, and we have since tumbled into eighth or ninth place. To see why that is important to this particular bill and this file, we look no further than the industry and the concentration of that industry on recalls. One example would be airbags—Takata recently filing for bankruptcy. Basically, in consolidating the entire industry under one manufacturer, there are increased vulnerabilities.

We have seen the concentration and we have seen Canada lose out. Good points are being made right now in terms of where we have lost a lot of jobs to Mexico and now to the southern United States through incentives and that, but the reality is that a lot of it is driven by lower wages. It is ironic that, in Mexico, the people who are assembling vehicles will never be able to afford them. It is not that these are luxury automobiles, and it is not that they are foreign to their country; it is just that their wages for making them and manufacturing them are no reflection of the vehicles' value.

What ends up happening is that they are shipped out and other societies will then purchase them. It has been a low-wage market that has also led to the conflict in the United States related to President Trump and the loss of automotive and other manufacturing there. The point in all of that is that we have lost control and lost significant input and footprint of the decision-makers and the industry itself.

When we now leave it to others to look at refinement of those vehicles in manufacturing, often it is done through their lens. I am proud to say that in my riding of Windsor West infant car seats were created in the past through AUTO21. The Liberals did not renew AUTO21, but they innovated when it was still going and created safer seats.

Now with the production and distribution moving from this area, if we do not fight for this industry, which we are not doing fully right now, we will lose more jobs, more control, and more innovation to others. Without this bill we will be solely dependent on the United States and others for protection of our vehicles and our standards.

It does affect other government policy. Let me point to a program the Conservatives brought in called the ecoAUTO rebate program. This is a blast from the past. This was a government initiative to bring lower-emission vehicles into Canada. I mentioned earlier the fact that Volkswagen ran basically a systematic scam that is now dominating the courts, and the only protection for Canadian consumers is the courts, unfortunately. In the United States there were hearings. In the ecoAUTO rebate program, the Conservatives thought it would be great if consumers purchased lower-emission vehicles. They put out $110 million, and if people's vehicle reached a certain qualification measure for emissions standards and the mileage, then they would get a Canadian taxpayer-funded incentive of $1,000 to $2,000 depending upon the vehicle.

What a wonderful idea it was, when companies decided to take airbags out of their cars to increase mileage by reducing weight. The Yaris, for example, made by Toyota, took the side airbags out, and the ecoAUTO rebate program applied to it. We also had secondary vehicles that could not pass European standards related to emissions sent into Canada and they then received the ecoAUTO rebate. All this was at a taxpayer subsidy, and foreign manufactured automobiles were subsidized by the government.

These are the challenges in why this legislation is so important. If we are going to look at this industry and the high tech that will be necessary in the future, we need to make sure that consumer rights are protected, public safety is paramount, and the minister has the authority through the bill to address some of those issues.

Autonomous vehicles were mentioned earlier. They are coming. In fact some municipalities have become testing zones for autonomous vehicles now. Autonomous trucks will actually be coming to the roadways of our country rather soon. We need to make sure that these laws and orders are in place, because the new technology will need oversight, and that is what the bill provides. We will make sure it provides enough, though.

Strengthening Motor Vehicle Safety for Canadians Act September 19th, 2017

Mr. Speaker, autonomous vehicles are already being tested in Canada.

My question for the member is quite simple. With regard to the Toyota recall scandal that took place, not only in Canada but also in the United States, at the end of that process, the United States received investment and services from the recall, while Canada did not get anything under his government.

What were the reasons for that? Why did the United States receive millions of dollars for new auto development; consumer protections, including pick up, delivery, and return of a vehicle; and investment in communities? Why did his government get zero?

Customs Act September 18th, 2017

Mr. Speaker, it is really important to get an idea of the types of people who are crossing and to expand upon the vulnerabilities in data-sharing.

At the Windsor-Detroit corridor, each day around 10,000 health care professionals travel into the United States: doctors, nurses, radiologists, and other professionals. I would ask the member about the importance of making sure that their privacy is protected.

Customs Act September 18th, 2017

Madam Speaker, at the end of the day, it is about having the proper work ethic and working with the airport authority and any others and laying out expectations that these practices cannot be used against the workers. The government often says that it is hands' distance away, but it is more like a choking distance, in many respects. That is not acceptable with regard to this and other practices related to workers.

Finally, replacement workers do not have the professional training to have all that personal information. That needs to be done by trained professionals.

Customs Act September 18th, 2017

Madam Speaker, I would like to thank the member for his work and for coming to Windsor to tour the facilities.

The fact is that tolls are taxes, and we will have to pay among the highest tolls. The Ambassador Bridge is owned by a private American billionaire, Matty Moroun, who was incarcerated for not following through with government contracts on the U.S. side. He just received a contract for a brand new bridge from the current government, with a 35% increase. Technically, under the terms and conditions, he has to tear down the existing bridge. However, what the government failed to expand upon is that the bridge is also designated in the United States as a heritage structure. They have told, unilaterally, the Congress and the Senate in the United States, that they have to tear down a heritage bridge. I am not sure, since the owner was actually incarcerated for the misappropriation of money related to the plaza, which he received from the federal government, that they will actually get them to do something about the Ambassador Bridge, which the billionaire does not want to do. There is a lot of exposure for the public and Canadian infrastructure and the economy related to this practice.

What I did not get a chance to talk about was the fact that a person has been appointed to lead the new public bridge project, which would be seen as a potential competitor, who has now derailed the process of the Gordie Howe International Bridge. He has quite a cozy relationship with this American billionaire, to the point that they had private meetings with the bridge company as he was leading the border authority. There seems to be some uncertainty related to whether he was technically representing the Prime Minister or the Minister of Transport or acting for himself. There have been a number of different comments back and forth. I want to thank him, though, as that will continue to go forward.

With regard to Bill C-21, the biggest issue is the increased amount of personal information. That is where the real problem is and the real vulnerability, because it is very detailed on passports.