Karen McCrimmon

[Transportation Modernization Act, October 25th, 2017]

Mr. Speaker, I am pleased to rise today to speak to Bill C-49.

Our rail transportation system is essential to Canada's reputation as a reliable trading partner. It is one of the economy's driving forces. That is why our government is taking a proactive approach by introducing this bill. The proposed measures will support the system's commercial orientation, which has made Canada's freight rail service one of the most efficient systems with some of the lowest freight rates in the world—even lower than in the United States.

Railway companies have also made significant investments to make Canada's rail transportation system more efficient and safe. That is why this bill also includes measures to promote future investment. This bill not only adds to our success, but will also ensure future risk management. Even if the rail transportation system is currently doing fine, there are some pressures to handle.

Canada's freight rail legislative framework must address these pressures, and that is why Bill C-49 would foster a balanced, efficient, transparent, and safe freight rail system. Overall, the freight rail measures in this bill strike a delicate balance between railway and shipper interests and provide the right conditions for our freight rail system over the long term. These legislative provisions would provide shippers with stronger tools so they can access the highest level of service at the best possible rates.

Through their diligent work in reviewing Bill C-49, the Standing Committee on Transport, Infrastructure and Communities has proposed amendments that would further strengthen Canada's freight rail legislative framework. Amendments made by the committee include providing captive shippers in British Columbia, Alberta, and northern Quebec with access to long-haul interswitching; extending the notice period for the removal of interchanges and clarifying that the removal of an interchange does not relieve a railway of its level of service obligations; advancing the timelines for the coming into force of the new data requirements on service and performance metrics to six months following royal assent; and tightening the timelines for the posting of these metrics on a weekly basis by the Canadian Transportation Agency, which would improve transparency. Together, these amendments would strengthen the freight rail provisions while maintaining the balance that Bill C-49 is intended to achieve.

Safety is also a critical element of our future success, and that is why this bill includes important measures on voice and video recorders. We recognize that the greater use of technology can often create challenging and complex dynamics in the work environment. I am certain that my hon. colleagues can appreciate that this is the case with the proposed amendments to the Railway Safety Act, which would mandate the installation of voice and video recorders in the locomotive cabs, including both freight and passenger trains.

As background, allow me to remind my hon. colleagues that the call for in-cab voice and video recorders was added to the Transportation Safety Board of Canada's watch list in 2012. Further, the question of mandating this technology has been studied numerous times and been the subject of various recommendations from technical industry working groups, the TSB, and parliamentary committees. This includes, over the years, Transport Canada working groups, with the participation of the railway industry and labour unions, to study the feasibility and safety benefits of requiring this technology in locomotive cabs, specifically in 2006, 2009, and 2012. The latter resulted in the adoption of a voluntary approach whereby railways were encouraged to install the devices on a voluntary basis. More recently, there have been calls for a mandatory regime in the independent Canada Transportation Act review report and in the 2016 report of a committee of this House, the Standing Committee on Transport, Infrastructure and Communities.

The Transportation Safety Board of Canada has always supported a regime such as the one being proposed in this legislation, which is outlined in their safety study on in-cab recorders published in September 2016. In that report, the Transportation Safety Board of Canada concluded that to maximize safety benefits, the use of data obtained from these recorders should not be limited to post-accident investigation, but rather should be used to also support proactive safety management.

The government has carefully considered and examined how to maximize the safety benefits of this technology while respecting employee privacy. This is why the changes we are proposing specifically define, limit, and control access to, and uses of, the data obtained through these recordings in accordance with Canadian privacy laws. As my hon. colleagues can attest, this is a comprehensive and balanced approach that would significantly advance railway safety while expressly supporting employee rights.

Bill C-49 also proposes a new, transparent, and predictable process that takes into account both competitive and public interest considerations in the assessment of air carrier joint ventures. Under the proposed process, the Minister of Transport would receive a report from the commissioner of competition identifying any risks to competition. The minister would assess these arrangements from a public interest perspective and make a decision taking both competition and public interest considerations into account.

As mandated by the amendments made at committee, a summary of the commissioner's conclusions and the minister's final decision would be made public to ensure the transparency of the process. Making this information public would inform Canadians of the grounds for granting or refusing a joint venture arrangement, and under what conditions, and would likely help build public confidence in the process.

Also, due to a clerical error, the text of the French language version of the adopted amendment continues to make the publication by the commissioner of competition a voluntary step in the process instead of a mandatory one. There is a government amendment being proposed at report stage today that would correct this clerical error so that the English and French versions of this bill will be aligned.

To conclude on this topic, it is expected that joint ventures would lead to better connectivity and an overall improvement in the air passenger experience, while ensuring competition.

As it relates to air passenger screening services, Canada's largest airports have expressed an interest in improving the timelines of passenger screening, either through additional screeners or technological innovation. At the same time, some smaller non-designated airports have expressed an interest in obtaining screening services to help develop economic opportunities. The proposed amendments to the Canadian Air Transport Security Authority Act are important, as they would create a more flexible framework to allow CATSA to provide these services on a cost-recovery basis, which would in turn allow Canada to maintain an aviation system that is both secure and cost-effective.

Additionally, important amendments to the Canada Marine Act are proposed that would allow Canada port authorities to access loans and loan guarantees from the newly created Canada infrastructure bank, which would support investments in Canada's trade corridors and infrastructure projects, contributing to our long-term growth as a nation. Finally, Bill C-49 would improve the efficiency of Canada's supply chain by allowing foreign vessels to reposition owned or leased empty containers between locations in Canada on a non-revenue basis.

In summary, Bill C-49 provides critical objectives, including fair access to shipper remedies, efficiency, long-term investment, transparency, and safety. I urge members to support Bill C-49 in its current form and to adopt it as quickly as possible so that the right conditions will be in place for a successful winter season in our rail transportation system.

[Fisheries and Oceans, October 19th, 2017]

Mr. Speaker, we need a comprehensive approach to addressing this complex issue of abandoned vessels and wrecks, and it requires engagement with those most directly connected to the problem. We have established very strong working relationships with the provinces and territories on the issue. We continue to work with them on implementing a national strategy.

We have taken very meaningful steps to address the issue, including by providing funding for, and acting to deal with, legacy problem vessels. We are actively working to improve vessel ownership information and we have tabled the Nairobi convention in the House, demonstrating our commitment to ensure owners are strictly liable for remediating wrecks.

Our commitment is clear, our action has been meaningful, and we have not finished yet.

[Fisheries and Oceans, October 19th, 2017]

Mr. Speaker, I would like to assure the member that our government is actively implementing a comprehensive strategy to address abandoned and wrecked vessels under the oceans protection plan. Budget 2017 invested in this priority.

Problems with these vessels have persisted for decades. The issue is indeed complex. The causes are multi-faceted and therefore demand a robust solution. We have studied the problem, worked with our partners and stakeholders, and are now taking meaningful actions that will make a real difference to our coastal communities.

This government launched two funding programs this year to address legacy abandoned, wrecked, and hazardous vessels. We have dedicated funds for these programs to support provinces, territories, indigenous organizations, local communities, and other partners in removing and disposing of smaller high-priority abandoned boats and wrecks. These programs were launched this year. To implement our comprehensive strategy, we are taking steps. These were just the first.

While this funding will help address the legacy problem, it is not enough on its own. We will need to take the burden off taxpayers. This is why we are also exploring long-term funding options financed by vessel owners to pay for any future cleanup costs.

However, cleanup efforts are only one element of our strategy. We cannot wait for problems to occur before taking action. We are also focused on prevention. We must turn off the tap and stop the flow of these vessels in the first place. We have modelled our strategy on leading international initiatives. We recognize that the majority of vessel owners act responsibly and, in fact, are among the advocates for action on this issue. Like all Canadians, boaters and commercial vessel operators expect our oceans and harbours to be clean and free of abandoned and wrecked vessels. It really is a minority of vessel owners who are creating this problem.

We are working on a comprehensive legislative solution, one that goes far beyond any previously considered by the House. There need to be consequences for owners who choose to walk away from their vessels. Gaps in our federal laws have encouraged the problem for far too long. Existing laws address some of the specific impacts of these vessels, such as pollution discharge and navigation hazards, but not the vessels themselves.

Our objectives are to strengthen owner liability for their vessels and wrecks, address irresponsible vessel management, and ensure the ability to take proactive action before problem vessels pose greater hazards and costs.

As members of the House are aware, the Nairobi International Convention on the Removal of Wrecks, 2007, was just recently tabled in our Parliament. This important step signals how serious we are in our approach to addressing this issue.

[Committees of the House, October 16th, 2017]

Mr. Speaker, when the issue that was outlined in M-103 was brought up at the Standing Committee on Transport, Infrastructure and Communities, could the hon. member tell us the response of the committee?

[Committees of the House, October 16th, 2017]

Mr. Speaker, when we spend 10 minutes or 20 minutes on a speech that is full of accusations, insults, name-calling, and derision, does the member opposite feel that is necessary to support the kind of debate we should be having in this House?

[Committees of the House, October 16th, 2017]

Mr. Speaker, I thank the hon. member for acknowledging that the government has undertaken 75 consultations on this piece of legislation. We have scheduled seven days of testimony at the transport committee. I know the member understands that when we do 75 consultations, we will get a variety of opinions and viewpoints. If 75 consultations are not enough, how many would be enough?

[Air Transportation, October 6th, 2017]

Mr. Speaker, I would like to thank the hon. member for his continued advocacy for the people of Nunavut. I know he also supports improving aviation safety in Canada. We do recognize that the north relies heavily on air transport for the movement of passenger goods as well as essential services between communities. We are analyzing all the submissions as part of this review, including some that came from the north, and we will continue that conversation as we move forward. We understand.

[Transport, October 5th, 2017]

Mr. Speaker, I reiterate the importance of ensuring this continued flow of trade and travellers between Windsor and Detroit, one of the most important Canada–U.S. border crossings. The construction of the replacement Ambassador Bridge, together with the Gordie Howe international bridge project, will ensure that Canadians continue to benefit from the efficient movement of people and goods at this crossing while providing infrastructure improvements for the local community.

That is why we approved, with conditions, the Canadian Transport Company's application. The conditions of the approval include dismantling the existing bridge when the replacement bridge is open, mitigating local community impacts, improving local infrastructure, creating new public green spaces, and protecting the environment. This will ensure the efficiency, safety, and security of the crossing and mitigate—

[Transport, October 5th, 2017]

Mr. Speaker, indeed our government recognizes the importance of ensuring a continued flow of trade and travellers between Windsor and Detroit. It is one of Canada's most important Canada–U.S.A. border crossings, and I know the hon. member shares that same priority.

I welcome this opportunity to provide Canadians with further information about the application by the owners of the Ambassador Bridge to build a replacement bridge and expanded customs plaza and about our government's decision to approve the construction, subject to terms and conditions. This border crossing is important to the economic well-being of the local community, particularly to the automotive industry, and for daily commuter traffic between Windsor and Detroit.

The International Bridges and Tunnels Act enables the Government of Canada to help protect the safety, security, and efficiency of these vital trade links. Under the International Bridges and Tunnels Act, an application must be submitted to the Minister of Transport to request approval for the alteration, construction, or operation of an international bridge.

Our review and assessment of the application for the construction of a replacement bridge included significant consultations, including a 60-day public consultation undertaken by Transport Canada. Over 400 submissions were received, and the results of these consultations were published on Transport Canada's website.

All information gathered as part of this process informed our government's decision. Indeed, the terms and conditions attached to the approval were established to, among other things, mitigate the safety and security risks and the impacts on the local community and the environment that could be caused by the construction and operation of the project. The conditions of the approval include dismantling the existing bridge when the replacement bridge is open, improving local infrastructure, creating new public green spaces, protecting the environment, and considering indigenous interests.

Our government has always maintained that this critical trade corridor needs two viable commercial bridge border crossings to provide sufficient capacity and redundancy to support the safe and efficient movement of people and goods through the Windsor–Detroit corridor. We are committed to moving forward expeditiously with the Gordie Howe international bridge project. Having the Gordie Howe international bridge and a fully functioning Ambassador Bridge will enhance capacity and reliability at Canada's busiest commercial crossing.

[National Defence, October 2nd, 2017]

Mr. Speaker, our government signalled its intent to take meaningful action on this matter with the endorsement of the private member's Motion No. 40 by the member for South Shore—St. Margarets, and we are delivering on this matter. I have already spoken about the measures we have implemented or intend to implement to clean up problem vessels and to improve vessel owner responsibility. In order for these measures to be effective, we also make sure that vessel owners understand their responsibilities. This is another important piece of our strategy on abandoned, derelict, and wrecked vessels.

We will work to better inform vessel owners of the consequences of abandoning their vessels, their responsibilities, and their options for proper disposal. Our efforts to expand the scope and the scale of our educational activities will include supporting the outreach activities of marine partners who directly interact with boat owners. Together, we will continue to make—