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It has galvanized our determination to find better ways to protect Canadians and our communities, and better ways to safely move the goods on which the Canadian economy depends. We established two- person minimum crews for locomotives pulling dangerous goods, and we slowed the speed of all of those trains. We adjusted the specifications of tank cars, and immediately took the least crash- resistant cars off the rails. We strengthened regulations and we increased inspections. We also took steps to address longer- term issues. We have been working with municipalities, first responders, railways and shippers to strengthen emergency response across this country. Last October, I introduced further measures, including an emergency directive on how trains are to be braked, the accurate classification of dangerous goods and steps to improve training of all rail employees. We have learned the lessons inherent in past tragedies, and our commitment to safety is absolute. It moves on three different fronts. The first is prevention. Amendments would strengthen the regulatory regime to reduce the likelihood of rail accidents. The second is communication for effective response. The bill would allow for requirements related to information sharing between railways and municipalities to improve the response in case of emergencies. The third is accountability. The bill would take steps to ensure railways have enough insurance to pay for damages. It would also make crude oil shippers accountable for what they put on the rails by ensuring they pay into a supplementary fund that would be available when an accident involves crude. Taken together, these amendments represent a significant step in improving the overall safety in Canada's railways, especially in the transportation of dangerous goods. These amendments respond to the recommendations of the Transportation Safety Board in response to Lac- M. We welcomed all their input. The Railway Safety Act sets out a regulatory framework to address the safety, the security and the environmental impact of rail. Under the act, federally regulated railways are responsible for the safety of their rail line infrastructure, of their railway equipment and of their operations. Canadians can be assured that Transport Canada does not and will not hesitate to take appropriate action to address safety concerns. The bill before us today would provide new authorities to the safety inspectors and to the Minister of Transport to do just that. Far Cry and Watch Dogs series are all. Movie Studios Party takes full advantage of the unique. Are you a Femme Fatale? Create the game to your liking. Choose the length of play. Video: The Lego Batman Movie Watch Watch The Lego Batman Movie Full Movie Text File (.txt) or read book online. Scribd is the world's largest social reading and. It was both memorable and a privilege to watch a burgeoning Kidjo perform at Summer Stage in. Through January 21, 2017. Buy 3D, IMAX and IMAX 3D The Divergent Series: Insurgent movie tickets on Fandango. Find theater movie times, watch trailers. Monday, March 30, 2015. In other words, the minister would be able to intervene directly should there be a concern for safety. By increasing the authorities for the minister and railway safety inspectors, we would increase Transport Canada's ability to administer the Railway Safety Act and the regulations, the rules and the engineering standards made under the act. These are all powerful tools and they would increase the regulation of oversight of railway companies that Transport Canada regulates and would ensure that railways operate according to the standards established in the act. I want to be clear on this point. A safety management system is not deregulation and it is not self- regulation; it is an internationally recognized, science- based process that has been used in rail transportation since 2. SMS do not replace rules or regulations or inspections. Insurgent movie trailer, cast. Resident Evil: The Final Chapter; Star Wars: Episode 8; Star Wars. African studies quarterly (Online) Abbreviated Title: ASQ Physical Description: Serial. Sall has confirmed that his term will end in 2017. They provide a systemic approach to safety that incorporates specific regulations and proactive measures to identify hazards and to mitigate risks. Under the amendments, I believe that if a railway company were implementing its safety management system in a way that could compromise railway safety, I could take that company to corrective action by placing an order. With this additional oversight, railways would have further incentive to ensure that they manage the risks associated with operating a railway. Under this bill, Transport Canada would have new authority to regulate the sharing of information, of documents and of records from one party to another other than the department, for example, from a railway company to a municipality. RACE AND RACISM IN LITERATURE. GREENWOOD PRESS RACE AND RACISM IN LITERATURE Recent Contributions in Exploring Social Issues through Literature Literature and the Environment George Hart and Scott Slovic. We have to ensure that the people who live in these areas are safe. The collaboration between railways and communities on such matters would no longer be at the discretion of the railways. It would form part of a mandatory regulatory framework. The Federation of Canadian Municipalities has been an outspoken champion for better communication and more transparency between railways and municipalities on safety- related issues, and we thank its members for their input and advice. By this, I mean the need to ensure those responsible for operating the railway system and those who put high- risk goods into the system would have the financial resources they need to compensate victims and to clean up communities if things go wrong. This is not just an issue that results from major tragedies such as what happened in Lac- M. Under the current regime, these costs are often borne by the provinces and municipalities and ultimately their taxpayers. However, under the bill before us, if a province or municipality believes that a fire was started as a result of railway operations, it can apply to the Canadian Transportation Agency for reimbursement. The amendment would give the agency authority to determine if indeed the fire was caused by railway operations, and would be able to determine the costs incurred in putting out the fire and require the railway to reimburse the province or municipality for those costs. The amendments would give Transport Canada more authority and oversight in rail operations, bring in a new era of communication between railways and municipalities in an effort to improve emergency preparedness, and help make the railways accountable for the costs incurred from fighting fires that result from their operations. The cost of the disaster in terms of the lives lost was incalculable. They are beyond words. However, there were calculable loss costs as well, and the costs of putting out the fire and clearing the debris, cleaning up the effects on the environment, and, of course, the costs of rebuilding a community and compensating, truly shattered lives. No one wants to anticipate such a disaster, but any responsible company must prepare for such eventualities by carrying sufficient insurance to cover the costs. Therefore, the bill before us identifies specific levels of insurance that must be carried, depending upon the type and volume of dangerous goods that the railway transports. These insurance requirements would come into force 1. The House will be reassured to know that both CN and CP customarily carry more insurance than that. At the other end of the spectrum, railways carrying little or no dangerous goods would be required to hold $2. For short- line railways carrying higher amounts of dangerous goods, there would be an initial requirement to hold either $5. One year later, those levels would increase to $1. This phase- in period would allow short- line railways time to adjust to the new requirements. The agency would be able to make inquiries to determine whether railways are maintaining the correct amount of insurance, and must revoke or suspend the certificate of fitness of any railway that fails to comply. Unfortunately, there is always the possibility and potential for a tragedy to exceed the ability of a railway's third- party insurance to cover the damages, so crude oil shippers must also share in the responsibility that comes with the transport of their dangerous goods. For those reasons, the bill would also create a supplemental fund that would be financed by levies on crude oil shippers, in the amount of $1. If the damages caused by a catastrophic crude oil accident were more than a railway company's insurance could cover, the fund would be there to cover the cost, not the taxpayers. In this way, we promote a shared accountability between rail carriers and the shippers of dangerous goods to ensure that victims and taxpayers are fully protected from bearing the costs of rail accidents. The polluter will pay to clean up and provide compensation. We support a competitive rail sector and the resource economy that brings jobs to Canadians, but when it comes to safety in the transportation system, communities and citizens will always come first. I would point out that there is a private member's bill that has been tabled to amend the Railway Safety Act, and I would like to commend the work of our colleague, the hon. Her private member's bill, Bill C- 6. This is the customary way to give effect to two bills and will result in both bills having equal and consistent impact on the Railway Safety Act. However, the amount of dangerous goods and other commodities moving by rail is increasing, and it will continue to grow. We need proper oversight to reduce accidents. We need better communication between railways and municipalities to provide more effective response, and we need a stronger liability and compensation regime in the event of an accident. It introduces substantial changes to the regimes for both rail safety, and liability and compensation. In the last Speech from the Throne, this government committed to drawing upon the lessons of the tragedy at Lac- M. By strengthening the safety, liability, and compensation regimes, we will improve public confidence in the rail industry. Above all, we will underscore that the safety and the security of Canadians remain the top priority of Transport Canada. We have also seen the impact of not having a fund to help families and municipalities when they have to deal with the cleanup. When the minister tabled the bill, we heard talk about $2. I would like to know whether or not that is a cap. Has the government decided to put a cap on that fund? If it is a cap, why is it capped at $2. Speaker, I want to thank the hon. 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