Mike Sullivan

[Business of Supply, May 7th, 2014]

In fact, Mr. Chair, we have already established that accidents are increasing, so whether it is safe or not is moot, because 99.997% of 100,000 rail cars is still three rail cars exploding in somebody's backyard, and it is not something we wish to have happen.

The government has not ordered railways to actually reroute trains with dangerous goods outside of urban areas, and members of the public believe that should be done.

The railroads are also being asked by the government to conduct their own risk analysis of whether or not it is safe to transport such tremendous volumes of dangerous goods, particularly crude oil, through dense urban areas. Those volumes have increased by 400% in just three years.

In conducting the risk analysis for the regulatory changes, how much is a human life worth?

[Business of Supply, May 7th, 2014]

So we still do not know, Mr. Chair.

One of the issues that has been raised is the number of DOT-111s carrying crude oil travelling through dense metropolitan areas. The CP main line goes through the city of Toronto. It would be possible for CP to avoid running DOT-111s through Toronto by buying space on CN's lines north of Toronto. Why is this not being forced upon CP?

[Business of Supply, May 7th, 2014]

Mr. Chair, she still did not answer my question.

Will the minister ensure that the new emergency response assistance plans are made public so that local officials and first responders can plan accordingly?

[Business of Supply, May 7th, 2014]

Mr. Chair, she did not answer that question.

How frequently are Transport Canada officials currently inspecting key routes and side lines?

[Business of Supply, May 7th, 2014]

Mr. Chair, we understand that the minister is committing now to implementing the Transportation Safety Board's recommendations that key routes be inspected twice a year and sidelines once a year. Is that correct?

[Business of Supply, May 7th, 2014]

Then, Mr. Chair, the minister allows them to travel at 40 miles per hour in cities, which is still a speed at which the rail cars can break and explode.

How will the minister be able to enforce this, or any other speed, with continued cuts to inspections at Transport Canada?

[Business of Supply, May 7th, 2014]

Mr. Chair, actually we were told that if all of the capacity in North America was converted to building only DOT-111 replacements, it would be 14,000 per year.

The Transportation Safety Board has said that the DOT-111s can break and explode at speeds as low as 20 miles per hour.

What speed does the minister now allow DOT-111s to travel at in cities?

[Business of Supply, May 7th, 2014]

Mr. Chair, we were told in the committee that it was 14,000 per year, and so to replace 67,000 rail cars, it will take four and a half years.

Has the minister explored ways to speed up the manufacturing of new rail cars?

[Business of Supply, May 7th, 2014]

Mr. Chair, how fast can the manufacturers in all of North America make new replacements for the DOT-111s?

[Business of Supply, May 7th, 2014]

Mr. Chair, how is the government ensuring that the most volatile cargo is being transported in the safest cars? Can the minister confirm that the most unsafe cars will be phased out in less than or within the planned three years?