Mr. Speaker, I am pleased to speak to Bill C-23. It addresses some of the valid concerns of Canada port authorities with the current conditions of the Canada Marine Act, the Canada Transportation Act and the Pilotage Act.
Port modernization is required as part of the government's new policy framework for strategic gateways and trade corridors. This is to bring Canada's ports more in line with what is happening around the world where ports are obtaining government funding for infrastructure, environmental and security initiatives. This includes long term access to federal funding for security considerations as well. This has been intended to satisfy our international trading partners' security concerns.
These goals we support. Our ports are the face we show to the world. Their development and their management should be the best in the world.
My criticism of the bill stems from my observations as a local councillor in a small city with a harbour authority. The bill is deficient as drafted and amended and does nothing to ensure more public accountability for the use or management of what we should remember is public property. It does nothing to ensure the sustainable development of Canadian ports and harbours.
At committee, my colleague from Windsor West presented some amendments that would have gone a long way to ensure accountability. His amendments were deemed inadmissible by the chair because they supposedly went beyond the scope of the bill. It is clear that the bill was deficient as drafted initially and this is what I would like to speak to.
Parliamentarians of this government and the former Liberal government gave the bill such a narrow scope and seemed clearly unwilling at committee or in the drafting of it to address some of the problems of accountability in dealing with the management of lands that belong to the public and that should be managed in the public interest.
I would like to give an example of what our party's critic tried to do at committee. He presented an amendment. I quote what he said:
This amendment here is intended to provide some balance, and also, hopefully, provide better relations between the port authorities in some areas where there are some difficulties. We all heard from testimony that even if you're appointed to the port authority through a municipality--it doesn't matter where, with the federal government, etc.--your loyalty is still, at the end of the day, to the port authority. What I'm hoping through this amendment is that you're going to see greater weight for people in that area.... But we heard testimony that--for anybody who is appointed there--the number one priority is to administrate the port.
In support of the argument made by my colleague, the Greater Victoria Harbour Authority includes a couple of elected representatives, a mix of groups from the tourism sector, the Victoria Chamber of Commerce, and the Victoria-Esquimalt Harbour Society, which is also largely industry representatives. Those are all fine organizations, but they do not necessarily represent public interest. Several private interests do not constitute public interest. Essentially in Victoria and across the country we have private clubs that control public properties with no accountability to the public.
Although one would think the elected officials appointed to the board would be accountable to their electors, this is not the case either. Instead, as my colleague pointed out, they must commit their loyalty to the board, not to their electors, Certainly in Victoria the board has taken on an even more corporate model.
There is an obvious problem of possible conflict of interest that might arise, but even more so, this is happening with the complicity of the federal government. Neither Conservatives nor Liberals seem to see any problems with that.
It was clear in reviewing the testimony at committee that agencies' interests were represented during the review of this bill, but I did not see how the interests of port communities were represented. I think it is fair to question whether the interests of port agencies always coincide with those of the community. I would say that is not the case judging from some of the examples that were identified.
Rather than dwell on the problem, I would like to propose a measure to the government that could have been added in drafting Bill C-23 to really modernize the Canada Marine Act, the Canada Transportation Act and the Pilotage Act that would have ensured that the interests of the communities were served by port authorities and that would have ensured the accountability in the governance of what is public property, that is, what does belong to the public. The principle is what I would call a triple bottom line approach. This is a business principle that measures corporate or government performance along three lines: profit, environmental sustainability and social responsibility.
Triple bottom line considers people, planet and profit, the principle being that environmental quality and social equity are just as important as profit. In fact, the phrase “triple bottom line” was coined by John Elkington, co-founder of the business consultancy SustainAbility. He wrote Cannibals with Forks: the Triple Bottom Line of the 21st Century Business. Triple bottom line reporting has become increasingly popular among large companies worldwide. A KPMG survey shows 45% of 250 global companies publish a corporate report containing details of environmental and social performance.
Adding a clause in the bill requiring that all presently held federal harbour or port properties be managed or divested to port authorities on a triple bottom line basis would begin to ensure public values--
