Potential Questions for the Minister of Transport’s Appearance at the Standing Committee on Transportation, Infrastructure and Communities (TRAN) regarding Airport Delays and Cancellations Ottawa, Ontario August 19, 2022 (2:00 p.m. – 4:00 p.m. EDT)  

Table of Content:

  • Q1: Can you explain (a) which elements of the airport system fall under the responsibility of TC or organizations under its umbrella such as CATSA; (b) which ones fall under Public Safety such as CBSA? (c) which ones are the responsibility of airlines? (d) Which ones are under the jurisdiction of airport authorities? And (e) what other organizations and agencies have important roles to play in the Canadian airport ecosystem?
  • Q2: Why does the situation continue to be so bad in Canada’s airports?
  • Q3: Was Transport Canada caught off-guard by the return of air traffic?
  • Q4: When did the Minister become aware that there was a problem?
  • Q5: Why were you, and the industry, not better prepared for this situation?
  • Q6: What are the Minister’s authorities with respect to the Canadian Transportation Agency (CTA)?
  • Q7: Did the CTA receive additional funding to deal with the backlog of complaints, if so via what funding mechanism (e.g., Budget 2022)?
  • Q8: Minister, you are meeting with the leadership of airlines, airport authorities and other stakeholders in the air travel ecosystem regularly. Can you explain why it’s important to hold these meetings?
  • Q9: Was the Government aware of short staffing at Canadian airports?
  • Q10: Is NAV Canada under-staffed?
  • Q11: Is staffing an issue because air operators are not offering reasonable working conditions and salaries?
  • Q12: One of the main responsibilities of TC is security screening through CATSA. What concrete steps have you taken to improve CATSA screening times? What results have we seen so far?
  • Q13: What advance work was done prior to this summer in anticipation of advanced traveller volumes?
  • Q14: Why did Pearson and Trudeau airports in particular perform so badly in terms of flight delays in July? Are we seeing signs of improvement?
  • Q15: What are the current passenger volume trends for Canada’s air sector?
  • Q16: Percentage of air international travellers?
  • Q17: What is metering? Has the amount of metering declined over recent weeks? If so, by how much? What steps were taken to achieve this?  
  • Q18: The problems at airports seem to often occur at “peak hours”. What is being done to avoid large numbers of arrivals and departures occurring at same times? 
  • Q19: When CATSA officials last appeared before this Committee they started to explain why forecasting what traveller volumes would be like this summer and was so challenging. Can you elaborate on this?
  • Q20: How has traveller behaviour changed since before the pandemic?
  • Q21: Did the airlines overbook initially this summer given their own staffing problems as well as those in other parts of the airport system?  
  • Q22: Why do you think we are seeing such acute labour shortages?
  • Q23: We are seeing similar flight delays and cancellations occurring all over the world. Is it reasonable to say that these all have knock-on effects on other countries? If so, what efforts, if any, are being made at the international level to better coordinate schedules to manage these effects?
  • Q24: Minister, where are we still seeing labour shortages in the different parts of the air travel system: airlines; airport authorities; third party contractors like baggage handlers; CATSA; CBSA; Nav Canada; U.S. Customs? Where are the labour shortages most acute? What is being done to address them?
  • Q25: Why do we continue to see large accumulations of baggage at airports?
  • Q26: Why are baggage systems breaking down?
  • Q27: Minister, given all the difficulties this summer, how confident can Canadian air travellers be about the holiday travel season this winter? Or about summer travel next year? What assurances can you provide that we will be able to restore pre-pandemic service standards?
  • Q28: What financial support was provided to the industry during the pandemic?
  • Q29: What are the key factors that explain why we have been seeing delays at airports? 
  • Q30: Does the Canadian Air Transport Security Authority have the resources it needs to meet required service levels?
  • Q31: Is the United States Customs and Border Protection causing delays in Canadian airports with preclearance facilities?
  • Q32: How does Canada compare to other countries in terms of delays and cancellations?
  • Q33: Prior to the pandemic, how much of a role, if any, did Transport Canada play in day-to-day operational decisions at Canadian airports, such as how much staff to deploy or work schedules?  
  • Q34: What authorities exist for Transport Canada to step in and intervene in operational decisions?
  • Q35: Is there a communications challenge in trying to explain to the public how we’re addressing delays? 
  • Q36: What would have been the state of our airports, and our air travel system more generally, without federal supports over the course of the pandemic?  
  • Q37: Many organizations, such as airport authorities and organizations like NAV Canada took on significant debt to get through the pandemic. Is this affecting their operations? 
  • Q38: How does the passenger rights regime protect Canadians affected by delays and cancellations in the current environment?
  • Q39: Is Canada’s passenger rights regime failing Canadians?
  • Q40: Are air carriers being allowed to disregard their regulatory obligations?
  • Q41: Why isn’t the CTA issuing more fines?
  • Q42: What is the status of the amendments to the Air Passenger Protection Regulations to make sure Canadians get refunds?
  • Q43: What should a passenger expect with these new regulations?
  • Q44: Under the new regulations, if a passenger has a 48-hour delay, can they get a refund and compensation?
  • Q45: What should passengers do if they are seeking a refund for a flight that was cancelled or delayed before September 8?
  • Q46: What is being done to ensure that the Canadian Transportation Agency is able to process the passenger rights complaints backlog?
  • Q47: Why should passengers file a complaint to the Canadian Transportation Agency knowing that it could take more than one year before obtaining a decision?
  • Q48: What are the current service delays related to the issuance of Transportation Security Clearances (TSCs) for air sector employees?
  • Q49: What measures will Transport Canada take to further expedite the processing and issuances of Transportation Security Clearances (TCSs)?
  • Q50: Air Canada and WestJet continuing to deny compensation for flight disruptions, and Air Canada claims staff shortage is a safety issue. Recognizing the CTA’s recent decision outlining the cancellations/delays due to crew shortages constitute a disruption within the airline’s control, what is the Government doing to ensure that Air Canada and WestJet will provide compensations and not categorize these disruptions as safety-related?
  • Q51: Does the Government contemplate any further amendments to the Air Passenger Protection Regulations?
  • Q52: How many countries have border vaccine mandates? The chart from last time was helpful but to avoid any confusion can we also have a written response to this? Can we have it outline countries that have domestic and/or international vaccine mandates / what other G7 countries are doing?
  • Q53: Why doesn’t Canada have a Trusted Traveller program like the U.S.?
  • Q54: You say the situation is better, but then why do there continue to be such line-ups at CATSA?
  • Q55: Why wasn’t CATSA better prepared to meet demand?
  • Q56: What has been done to streamline processing rules (i.e. liquids for carry-on baggage, laptops, etc.)? 
  • Q57: Why are air crews being screened like regular passengers? 
  • Q58: Why is it difficult to recruit and retain screening officers?
  • Q59: Would commercializing CATSA improve the efficiency of its operations? If so, how? 
  • Q60: Is there a risk screening officers workers at Vancouver and other British Columbia airports might go on strike? 
  • Q61: Why aren’t trusted travellers being expedited for processing?
  • Q62: When CATSA officials last appeared before this Committee they started to explain why forecasting what traveller volumes would be like this summer and was so challenging. Can you elaborate on this? 
  • Q63: If PS points to Nexus, then how come Americans apparently have Nexus and Trusted Traveller?
  • Q64: Also, why do we require flight crews to go through security screening? Haven’t they already been screened to get their jobs in the first place?
  • Q65: What are Aviation Medical Certifications?
  • Q66: How was a Medical Certification backlog created?
  • Q67: What actions are being taken to address the Medical Certification Backlog?
  • Q68: Port of Vancouver – latest on shipping trends/delays/other pertinent info
  • Q69: What is the rationale for maintaining the ArriveCan app?
  • Q70: Do any other countries require travellers to submit similar information as collected through ArriveCan? If so, can you provide examples?
  • Q71: Is tourism up this year? If so, can you quantify this?
  • Q72: Is cross- border travel up?  If so, can you quantify this?
  • Q73: What evidence is there that ArriveCan is suppressing cross-border travel and tourism?
  • Q74: Other countries do not have ArriveCan. Are they experiencing flight delays, cancellations and other disruptions regardless?
  • Q75: The group of 33 Israeli children who were selected for random COVID testing - National Post article from July 28th
  • Q76: How does moving testing outside the airports help reduce delays?
  • Q77: Some airlines have been broadcasting messages to their customers claiming that airport delays are due solely to the health mandates. Is this an accurate claim?
  • QX1:  Why hasn’t VIA Rail brought back train 651 despite facing public pressures to do so?
  • QX2: On May 25, the World Bank released its rankings of the performance of the world’s container ports in 2021. The Port of Vancouver fell 65 places from 2020 to 368 out of 370 global ports analyzed. What factors contributed to this decease, and what are the Government’s plans to address?
  • QX3: What is the pre-pandemic average flight cancelation in a percentage? 2%?
  • QX4: Can we update the response to the Minister’s question about border measures in other countries to include a broader list of countries? He said he is aware New Zealand still has them, and found that Brazil, Holland, Philippines, India, Peru, Columbia, Indonesia require vaccination or testing of the unvaccinated.
  • QX5: Further clarity on a previous question. Minister is looking for the breakdown of international vs domestic travel on a daily basis. I.e. if we have 100,000 air travelers in a day how many of these are domestic vs international?
  • QX6: The description between the three categories and how they are prioritized is helpful. But is there further details on triage procedures? I.e. were commercial pilots prioritized over general aviation? Additional details such as that.
  • QX7: Info mentioned TC typically receives 60,000 applications annually and then notes they receive about 5,000 to 6,000 per month. This seems on track with how many they receive annually. Is there data that shows the current volume is greater than an average volume? If not, what is the reason for the large backlog?

General:  

Q1. Can you explain (a) which elements of the airport system fall under the responsibility of TC or organizations under its umbrella such as CATSA; (b) which ones fall under Public Safety such as CBSA? (c) which ones are the responsibility of airlines? (d) Which ones are under the jurisdiction of airport authorities? And (e) what other organizations and agencies have important roles to play in the Canadian airport ecosystem?  

A1.

  1. Transport Canada sets and enforces airport safety and security standards, certifies and regulates airports, and ensures that Canada’s aircrafts conform to national and international standards. Transport Canada is also the regulator of the Canadian Air Transport Security Authority (CATSA)
  2. The CBSA ensures that all international passengers arriving in Canada by air meet customs, immigration and health rules prior to being granted entry. The Public Health Agency sets the rules and regulations related to health screening requirements.
  3. Air carriers are private entities that provide domestic and international air service to passengers and are responsible for setting routes, managing flight schedules, boarding and ground handling.
  4. Airport authorities are not-for-profit entities responsible for the financial and operational management of the airport and providing the necessary infrastructure. 
  5. Canada’s air transportation sector is supported by various other entities, including baggage handlers, caterers, retail/commercial vendors, and NAV Canada, a not-for profit entity which operates Canada’s air traffic control and civil air navigation system.

Q2.    Why does the situation continue to be so bad in Canada’s airports?

A2.    While we have still not returned to 2019 levels on many fronts, the situation has improved steadily throughout the summer and we are working closely with our government and industry partners to retain and expand these gains.   

As of the week of August 8 – 14:

  • 87% of passengers were being screened within 15 minutes by CATSA, and there are few very long waits;
  • the number of aircraft held on the tarmac at Pearson for the same period are at 55 per week, compared to 373 per week at the end of May;
  • delays and cancellations and mishandled bags have dropped significantly.  

Q3.    Was Transport Canada caught off-guard by the return of air traffic?  

A3.   The return of air traffic has largely aligned with scenarios predicted for this summer.  

Q4.  When did the Minister become aware that there was a problem?  

A4.   As traffic quickly ramped up in April, it became increasingly evident that there were congestion issues at Canadian airports, seen in wait times and aircraft held on the tarmac waiting to deplane passengers.  

Q5.  Why were you, and the industry, not better prepared for this situation?

A5.   The rapid return of air travel was accompanied by a challenging labour market combined with the complexity of the air transport sector to create challenging situations in airports around the world.  This was particularly acute in Canada, where air travel dropped during the pandemic than in many other places, and the travel rebound was sharper.      As soon as congestion challenges became apparent, Transport Canada convened other government agencies and industry to immediately work together to implement solutions to resolve the problem and ensure collaboration.  

Q6. What are the Minister’s authorities with respect to the Canadian Transportation Agency (CTA)?  

A6. The Canadian Transportation Agency (CTA) is an independent, quasi-judicial tribunal and economic regulator. It makes independent decisions and determinations on air transportation, under the authority of Parliament, as set out in the Canada Transportation Act and other legislation. As a federal administrative agency, the Agency operates at arm’s length from government and has operational autonomy.

  1. With regards to the enforcement of the APPR?

The Air Passenger Protection Regulations are administered and enforced by the CTA, which has the powers of a court to determine carriers’ specific obligations based on passengers’ complaints. The Agency has a compliance monitoring and enforcement program to help ensure compliance by regulated entities with their legal obligations. When the Agency believes that a regulated entity has committed a violation of the APPR, enforcement tools, such as cautionary notice or notice of violation setting an administrative monetary penalty, are at their disposal.  

Q7. Did the CTA receive additional funding to deal with the backlog of complaints, if so via what funding mechanism (e.g., Budget 2022)?

A7. The Air Passenger Protection Regulations fully came into force in December 2019, and the regime’s effectiveness was severely tested by COVID-19, which led to an unanticipated large number of passenger complaints. Recognizing that the CTA has to address an unprecedented number of complaints, the Government of Canada provided additional funding. The CTA is now facing a surge in complaints based on an unprecedented situation, and is working hard to address these.  Transport Canada is working with the CTA to help them to have the resource capacity required to address the increase in complaints.

  1. How much funding?

Budget 2022 allocated $11M to the CTA. The CTA was further allocated $18.5M in new funding for 2020-21 and 2021-22 ($8.3M in 2020-21 and $10.2M in 2021-22). Additional resources were also provided to the CTA in Budgets 2018 and 2019, to account for anticipated increases in air passenger complaints. 

Transport Canada continues to work with the CTA to address its financial requirements to ensure it is resourced appropriately to carry out its mandated functions, specifically with regard to the APPR.

  1. Also if it was via Budget 2022, is there alternative funding options to consider for getting funding to CTA outside of the Budget process?

As an entity under the Transport Portfolio, the Minister and Transport Canada work with the Agency on an ongoing basis to ensure that it has adequate resources to carry out all of its mandated functions, including consumer protection for air passengers. In this regard, the Minister works with the Deputy Prime Minister and Minister of Finance on the overall resource requirements for all entities under the Transport Portfolio.

  1. Can we have the stats that were mentioned on the brief for number of complaints that are able to be addressed now with this additional funding?

The CTA has already augmented its capacity to address complaints based on a combination of additional funding and internal process efficiencies. They were capable of processing 5,000 complaints per year in 2019, and now are able to process 15,000 per year. Any further details should be provided by the CTA.

  1. Do we have a number for the total backlog of CTA complaints (18K number was mentioned on the brief)?

It is our understanding that it now has over 18,200 complaints before it.

  1. How many complaints has the CTA dealt with since the rules came in in 2019, and how many complaints does the CTA deal with on avg. each year since?

Since the Air Passenger Protection Regulations came into full effect in 2019, the CTA has finalized over 25,000 cases by different dispute resolution methods (i.e., facilitation, mediation, adjudication).  

Q8. Minister, you are meeting with the leadership of airlines, airport authorities and other stakeholders in the air travel ecosystem regularly. Can you explain why it’s important to hold these meetings?

A8. Meeting with air industry partners is essential to ensure ongoing collaboration and continued action to reduce airport congestion so travellers can reach their destination efficiently.

Q9. Was the Government aware of short staffing at Canadian airports?

A9. The Government has been tracking staffing challenges related to certain highly skilled professions, like pilots. As traffic began to quickly recover in the spring, the Government became aware of the more immediate staffing challenges and congestion issues at Canadian airports, as seen in wait times and aircraft held on the tarmac waiting to deplane passengers.

Q10.   Is NAV Canada under-staffed?

A10. NAV Canada assures us that they are sufficiently staffed. They have experienced some challenges with unplanned absences, including those due to COVID.  We engaged early with NAV Canada on staffing and they have put in place a plan to manage staffing requirements, and since then incidents where aircraft are delayed has dropped to near historical rates.

Q11.   Is staffing an issue because air operators are not offering reasonable working conditions and salaries?

A11.   Aviation is generally a well-paid area of work. Given broader labour challenges and the importance to have a sector that recovers safely, staffing is difficult in this environment because employees need to be trained and often security-cleared, so it is more difficult to bring them rapidly on board than in other areas.

Q12. One of the main responsibilities of TC is security screening through CATSA. What concrete steps have you taken to improve CATSA screening times? What results have we seen so far?

A12. The biggest contributing factor for im-proving long line-ups at CATSA has been staffing. More than 1,700 CATSA screening officers have been hired across Canada since April 2022. TC also provided exemptions so new recruits could contribute to the screening process before completing training and certification, and facilitated collaboration among CATSA and operators to improve screening processes and communications.

This has resulted in a great improvement in wait times.  From August 8-14, 87 percent of passengers at the four largest airports – Toronto, Vancouver, Montréal and Calgary – were screened within 15 minutes. compared to 77 percent in early May.

Q13. What advance work was done prior to this summer in anticipation of advanced traveller volumes?

A13. Beginning in May 2022, Transport Canada officials worked with CATSA, CBSA, and PHAC, along with air carriers, airports and NAV Canada to: 

  • Increase staffing capacity at CATSA and CBSA.
  • Improve communication to passengers about wait times, travel requirements, health checks and the use of ArriveCan.
  • Prioritize security clearances for air sector workers to get officers on the line.
  • Regulatory exemptions by TC to allow new recruits to begin working prior to full training and certification.  

Q14. Why did Pearson and Trudeau airports in particular perform so badly in terms of flight delays in July? Are we seeing signs of improvement?

A14. In July, Pearson and Montreal airports experienced staffing challenges, technological outages and baggage system failures, which all contributed to high flight delays.   We are seeing great signs of improvement at both Toronto and Montreal in terms of delays:

  • Toronto decreased significantly since July 1 down from ~63% to ~48% the week of August 8 – 14.
  • Montreal decreased, since July 1 down from ~65% to ~56% the week of August 8 – 14.  

Q15. What are the current passenger volume trends for Canada’s air sector?  

A15. Following a very rapid increase in traffic over the spring, whereby traffic increased by over 300% since January, passenger volumes have stabilized at about 80% of 2019 levels. Additional volumes are expected in the coming weeks with the arrival of international students and end of summer travel.

Q16. Percentage of air international travellers?  

A16. The total number of air passenger arrivals (transborder and international) for the week of August 8-14, 2022, represented about 77.5 percent of the level for the same week in 2019.  

Q17. What is metering? Has the amount of metering declined over recent weeks? If so, by how much? What steps were taken to achieve this?

A17. Metering is a method of regulating the arrival of people into a terminal area to ensure that the number of passengers doesn’t exceed the acceptable number of people in a terminal at once. In practice, this translates to releasing passengers in smaller groups at a time rather than all at once.

Q18. The problems at airports seem to often occur at “peak hours”. What is being done to avoid large numbers of arrivals and departures occurring at same times?

A18.  Flight schedules are managed by air carriers. However, industry stakeholders are sharing more information in a more timely manner about changing flight schedules and passenger forecasts so service providers can better align resources to the peak volume periods. WestJet and Air Canada both reduced their flight schedules to reduce congestion.

Peak times are to some extent inevitable, because they correspond to when people want to travel, and also to the most propitious flight times based on such factors as prevailing winds, etc.  Therefore, some degree of congestion should be expected.

Q19. When CATSA officials last appeared before this Committee they started to explain why forecasting what traveller volumes would be like this summer and was so challenging. Can you elaborate on this?

A19. In summer 2021, CATSA began preparations for the anticipated recovery of the civil aviation industry, with the commencement of the ramp-up efforts in recalling 1,250 screening officers. In particular, the forecasting has been extremely volatile over the course of the pandemic making it difficult to forecast with precision. Factors such as changing health restrictions, pent-up demand, and labour market shortages all contributed to the difficulty.

Q20. How has traveller behaviour changed since before the pandemic?

A20. Changes noted since the recovery include:

  • Passengers less familiar with carry-on baggage rules (i.e.; permitted amount of allowed liquids and gels;);
  • Passengers bringing more carry-on baggage; 
  • Social distancing throughout the passenger journey; and
  • Fewer business travellers and more leisure travellers.  

Q21. Did the airlines overbook initially this summer given their own staffing problems as well as those in other parts of the airport system?

A21. Airlines are private corporations that are responsible for managing their day-to-day operations based on the best information available to them at the time.  

Q22. Why do you think we are seeing such acute labour shortages?

A22. The entire economy is facing staffing challenges and this is a global phenomenon. The air sector was hit harder than other sectors, experiencing more than 50% job loss as a result of the pandemic. Staffing is more challenging in this environment because employees need to be trained and often security-cleared, so it is more difficult to bring them rapidly on board than in other areas.  

Q23. We are seeing similar flight delays and cancellations occurring all over the world. Is it reasonable to say that these all have knock-on effects on other countries? If so, what efforts, if any, are being made at the international level to better coordinate schedules to manage these effects?  

A23. If a flight in one country is delayed, passengers arrive late and risk missing connecting flights and lost baggage. European airports continue to experience high volumes of delays and cancellations. Delays and cancellations in Canada are trending downward – to date, cancellations are down by 25 percent at the top four airports since July 6, and delays are down by 20 percent.

Q24. Minister, where are we still seeing labour shortages in the different parts of the air travel system: airlines; airport authorities; third party contractors like baggage handlers; CATSA; CBSA; Nav Canada; U.S. Customs? Where are the labour shortages most acute? What is being done to address them?

A24. Labour shortages are a major challenge throughout the economy, and continue to affect many aspects of the air travel system across the country. Airport operators, air carriers, CATSA, and NAV CANADA are making progress to shore up their workforce. For example, since April, more than 1,700 CATSA screening officers have been hired across Canada.  

Q25. Why do we continue to see large accumulations of baggage at airports?  

A25. Often, the bags that are seen in Canadian airports waiting to be united with their owners are the product of challenges throughout the system, including in airports elsewhere. The number of mishandled bags has improved greatly, in part due to changes in air carriers’ schedules to limit possibilities for baggage to be separated from passengers.  

Q26.   Why are baggage systems breaking down?  

A26. Baggage systems are complex automated systems, and breakdowns can occur.  In some cases, airports have indicated that baggage upgrade projects were placed on hold during the pandemic given lack of revenues. Airports have put in place contingency plans to deal with such incidents.  We have not seen any baggage system breakdowns for several weeks.  

Q27. Minister, given all the difficulties this summer, how confident can Canadian air travellers be about the holiday travel season this winter? Or about summer travel next year? What assurances can you provide that we will be able to restore pre-pandemic service standards?

A27. Significant improvements have been made throughout the summer.  Canadians can be confident that the situation will continue to stabilize over the fall and through the winter.  Canada’s air sector is well aware of the capacity issues that arise during busy travel seasons. That is why I have been meeting regularly with leadership from airlines, airport operators, and other stakeholders in the air travel ecosystem, to ensure ongoing collaboration and continued action to anticipate these issues, reduce airport delays and to ensure travellers receive the services they purchase.  

Q28. What financial support was provided to the industry during the pandemic?  

A28. About $11 billion of support was made available to the air sector by the Government of Canada through a combination of direct financial support and loans. Transport Canada alone provided over $1.2B to the sir sector through:  

  • Airport Critical Infrastructure Program - $570.1 million 
  • Remote Air Services Program (RASP) - $174.3M announced; $147 invested
  • Airport Relief Fund - $65 million 
  • Airport Capital Assistance Program - $186 million
  • Airport rent waivers and deferrals   
    • March to December 2020 - announced $331.4M in waivers for all airports, all treated the same. (Actual support was $141.1M in waivers for all airports, all treated the same)
    • January to December 2021 – announced $29M waivers (all but top 4) and $200M deferrals (top 4). (Actual support was $18.8M waivers (all but top 4) and $150.6M deferrals (top 4)).

Other supported included: 

  • Air Carrier support through the LEEFF program and otherwise – About $7B.
  • Canada Emergency Wage Subsidy(CEWS) – About $2.7B.  

Q29. What are the key factors that explain why we have been seeing delays at airports?   

A29. Air travel is a complex, interconnected ecosystem of multiple operations that requires a high degree of synchronization to move massive numbers of people efficiently. Unless all elements of the system are working well and in harmony, there are problems that cascade through the system, with compounding effects. There is also lack spare capacity across operations that means any small disruption (e.g., bad weather) can cause an outsized and prolonged impact across the entire network.

Q30. Does the Canadian Air Transport Security Authority have the resources it needs to meet required service levels?  

A30. Yes, CATSA is sufficiently funded to meet required service levels.

In the 2022-23 Main Estimates, funding of $567.5M is included to support CATSA’s 2022-23 operations. In Supplementary Estimates A 2022-23, which have recently been tabled, there is an additional amount of $329.7M identified for CATSA’s 2022-23 operations. This incremental funding represents an important measure to help CATSA carry out its mandated activities as passenger levels return to pre-pandemic levels. 

Q31. Is the United States Customs and Border Protection causing delays in Canadian airports with preclearance facilities?

A31. Yes, we have noted delays in processing of passengers at preclearance facilities. This affects CATSA processing, as we need to limit the number of people who enter the preclearance area.  We are working with US CBP to address these issues and improve processing times for preclearance.

Q32. How does Canada compare to other countries in terms of delays and cancellations?  

A32. Canada is not alone in its challenges with flight delays cand cancellations. While our major airports continue to experience higher than usual delays and cancellations, this is also the case for our international partners. For example, for the week of August 8 -14, 3% of flights at Toronto were cancelled, which was the same rate as Chicago and New York Laguardia. The good news is that we are seeing a downward trend at all airports.  

Q33. Prior to the pandemic, how much of a role, if any, did Transport Canada play in day-to-day operational decisions at Canadian airports, such as how much staff to deploy or work schedules?    

A33. Transport Canada had no operational role at Canada’s major airports prior to COVID.  Rather, Transport Canada is the regulator of security screening, and the Canadian Air Transport Security Authority (CATSA) is responsible for the activity.  However, when concerns regarding wait-times became apparent, Transport Canada immediately convened CATSA, other government agencies and industry to find solutions.  

Q34.   What authorities exist for Transport Canada to step in and intervene in operational decisions?

A34. Transport Canada has no operational role at Canada’s major airports regarding day-to-day business decisions, including security screening.

As a regulator, Transport Canada has exemption powers that can help alleviate certain stakeholders (i.e., CATSA, Airport Operators, Air Carriers) from certain requirements for a defined period of time, so long as the alleviation of requirements can occur without compromising aviation safety or security. Example: TC exemption to facilitate onboarding of new screening officers.

Q35.   Is there a communications challenge in trying to explain to the public how we’re addressing delays?   

A35. Effectively addressing airport delays requires a range of complementary measures - there is no single “magic bullet”. Regular updates are being providing to the public on the work that is underway to address the current delays at airports.     

Q36. What would have been the state of our airports, and our air travel system more generally, without federal supports over the course of the pandemic?    

A36. Between March 2020 and May 2021, passenger volumes was less than 10% of 2019 levels.  With no users, the sector endured significant losses and was forced to cut costs where possible.  Federal funding helped to stabilize their financial situations and enable them to maintain their infrastructure.   

Q37. Many organizations, such as airport authorities and organizations like NAV Canada took on significant debt to get through the pandemic. Is this affecting their operations?   

A37. Airports, air carriers and NAV Canada are private, commercially oriented organizations. To remain solvent during the pandemic, many entities reduced operations, took on debt and raised prices. As traffic returns, we are seeing that they are being able to resume operations more fully. TC is closely monitoring the health of the air sector.   

Passenger Rights:  

Q38. How does the passenger rights regime protect Canadians affected by delays and cancellations in the current environment?  

A38. The Air Passenger Protection Regulations clarify minimum standards of treatment and compensation that must be provided to passengers based on the level of control an airline has over a flight disruption.

If a flight is delayed or cancelled, the regulations impose minimum standards and requirements depending on whether the reason is within or outside of the airline’s control, or required for safety reasons. Specific cases need to be assessed by the Canadian Transportation Agency. New regulations require refunds to passengers for flight cancellations or lengthy delays even if the disruption is due to factors outside a carrier’s control, and these will be in force by September 8, 2022.  

Q39. Is Canada’s passenger rights regime failing Canadians?  

A39. We are dealing with an unprecedented situation, in terms of the disruption wrought by the pandemic and the scale of the return of traffic. 

        Canada has a passenger rights regime that aligns with the most robust in the world, and the government expects air carriers to respect these.  Canadians should know their rights and insist on them being respected.

        The Canadian Transportation Agency is there to adjudicate to ensure rights are respected. It has resolved 5,700 complaints since the beginning of 2022, and 25,000 since the beginning of the pandemic.

There is a high number of complaints before the Agency, which means that Canadians are taking advantage of the system, and this will help many of them to get the compensation they deserve.  As more complaints are resolved, this also establishes precedents that could guide future cases.

Transport Canada is working with the Agency to ensure they have the resources they need to address the cases before them.  

Q40. Are air carriers being allowed to disregard their regulatory obligations?  

A40. No.  Because requirements depend on whether an incident is within a carrier’s control or safety-related, they must be assessed on a case-by-case basis if passengers believe they are not getting the treatment they deserve. 

        If a passenger believes they are not receiving required compensation or other specific treatment from a carrier, they may file a complaint with the Canadian Transportation Agency to have the matter resolved.  

Q41. Why isn’t the CTA issuing more fines?  

A41. While this question should be directed to the CTA, I note that the CTA has multiple tools at its disposal. A key first step is to assess passengers’ complaints to determine whether they should receive different treatment from carriers based on the regulations.  

Q42. What is the status of the amendments to the Air Passenger Protection Regulations to make sure Canadians get refunds?  

A42. The amendments to the Air Passenger Protection Regulations, which provide additional refund requirements have been published in Part II of the Canada Gazette and will be effective on September 8, 2022.  

Q43. What should a passenger expect with these new regulations?  

A43. If there is a delay of more than three hours or a cancellation is outside the airline’s control, and the airline cannot provide the passenger with a confirmed reservation on the next available flight operated by them or a partner airline leaving within 48 hours of the departure time on the passenger's original ticket, the airline will be required to, at the passenger's choice, provide a refund; or make alternate travel arrangements for the passenger, free of charge.  

Q44. Under the new regulations, if a passenger has a 48-hour delay, can they get a refund and compensation?  

A44. Compensation will be available only if a delay or cancellation is within an airline’s control.  The new refund requirements will apply to all delays of more than three hours and if the airline cannot provide the passenger with alternative travel arrangement leaving within 48 hours of the departure time on the passenger's original ticket, notwithstanding the cause of the disruption.  

Q45. What should passengers do if they are seeking a refund for a flight that was cancelled or delayed before September 8?  

A45. Until September 8, 2022, when there is a flight delay of three hours or more or a cancellation that is outside their control, all airlines must rebook affected passengers, free of charge, on the next available flight operated by them or a partner airline. If a passenger experienced a cancellation or a delay and believe they are entitled to a refund, they should first contact the airline to attempt to resolve the issue. If they do not receive a response within 30 days, or are not satisfied with the airline's response, they can file a complaint with the Canadian Transportation Agency.  

Q46. What is being done to ensure that the Canadian Transportation Agency is able to process the passenger rights complaints backlog?  

A46. We are currently facing the results of over two years of unprecedent disruption in aviation, which led to an unanticipated large number of passenger complaints. This is combined with a passenger rights regime that only just came into force right before the pandemic’s onset.

The CTA is dealing with a surge of complaints based on an unprecedented situation.  The Government of Canada has taken steps to ensure that passenger complaints are getting addressed as quickly as possible and continuing to work with the CTA to address its financial requirements to ensure it is resourced appropriately to carry out its mandated functions, specifically with regard to the APPR.

Budget 2022 allocated $11M to the Canadian Transportation Agency. Additional resources were also provided to the CTA in Budgets 2018 and 2019, to account for anticipated increases in air passenger complaints. The CTA was further allocated $18.5M in new funding for 2020-21 and 2021-22 ($8.3M in 2020-21 and $10.2M in 2021-22). Transport Canada is working with the CTA to help ensure that they have sufficient resources to address the backlog of complaints going forward.  

Q47. Why should passengers file a complaint to the Canadian Transportation Agency knowing that it could take more than one year before obtaining a decision?  

A47. Complaints needs to be assessed on case-by-case basis. Although this process is taking longer than expected, affected passengers should pursue this mechanism to be appropriately treated and obtain resolution to their disputes and compensation when warranted.  

Q48.   What are the current service delays related to the issuance of Transportation Security Clearances (TSCs) for air sector employees?

A48.   Between January 1 and June 30, 2022, Transport Canada received 31,300 TSC applications. As of July 21, 2022, 83% of these have been processed and completed, while 2% were returned due to insufficient documentation. In terms of the associated service delays, 74% of these TSC applications were granted within 20 days and 96%, within the service standard of 60 working days.

Industry has indicated their satisfaction with service delivery: the median overall working days to grant a TSC being 14 days.  

Q49.   What measures will Transport Canada take to further expedite the processing and issuances of Transportation Security Clearances (TCSs)?

A49.   While the time taken to issue TSCs is not adding to the congestion issues at this time, Transport Canada has issued an exemption to permit new screening officer hires to work while undergoing training, for the purpose of expediting the hiring process. TC has also issued an exemption to Pearson Airport that extends the validity period of Restricted Area Identity Cards (RAICs) by four months, allowing the airport to defer up to 2,300 TSC/RAIC renewals and focus efforts on new hires.  

Q50. Air Canada and WestJet continuing to deny compensation for flight disruptions, and Air Canada claims staff shortage is a safety issue. Recognizing the CTA’s recent decision outlining the cancellations/delays due to crew shortages constitute a disruption within the airline’s control, what is the Government doing to ensure that Air Canada and WestJet will provide compensations and not categorize these disruptions as safety-related?  

A50. While I understand that the rapid return of air travel was accompanied by a challenging labour market, the Government of Canada always expects carriers to be compliant with their obligations under the Air Passenger Protection Regulations (APPR).

The recent CTA decision is an important step in providing clarity on an issue that would relate to multiple complaints, as well as direction to carriers that can be applied to similar future complaints and accordingly adjust how they interpret the categorization of flight disruptions under the APPR.

Each case could be different and needs to be assessed by the Agency upon receipt of passenger complaints. Potential enforcement action by the CTA could be undertaken should an airline fail to meet their operator requirements under the regulations.  

Q51. Does the Government contemplate any further amendments to the Air Passenger Protection Regulations?  

A51. While recent events have demonstrated the importance of ensuring support for consumers and easy access to the Air Passenger Protection Regulations, the Government is also committed to actively assessing the functioning of the Canada’s passenger rights regime to ensure that it continues to be world leading and is appropriately meeting passengers’ needs.

Safety and Security Group:

Q52. How many countries have border vaccine mandates? The chart from last time was helpful but to avoid any confusion can we also have a written response to this? Can we have it outline countries that have domestic and/or international vaccine mandates / what other G7 countries are doing?

A52. Of G7 countries, at this time, Canada, the United States, and Japan still prohibit the entry of unvaccinated foreign nations – with some exceptions for non-discretionary travellers.

Canada and Japan also require pre-entry tests for certain unvaccinated travellers (and Japan requires tests for vaccinated foreign nationals as well).

Japan uses a colour code model for travellers from certain countries: Travellers from “blue” countries are not required to test, isolate or provide proof of vaccination; at the other end of the spectrum, travellers from “red” countries are subject to isolation and on-arrival testing.

Germany, the U.K. Italy, and France have removed all entry measures for foreign nationals.

Masking:

Some G7 countries continue to require masks and certain forms of transport (Canada, Germany, Italy and Japan) while other places the emphasis on personal choice or encourage masking (US, UK and France).

No G7 country currently has a vaccination requirement for domestic travel.  

Q53. Why doesn’t Canada have a Trusted Traveller program like the U.S.?

A53. • Canada has had its own version of a Trusted Traveller program since 2014. Trusted Travellers benefit from dedicated lines at high-volume Canadian airports where passengers can keep their belt, shoes, and light jacket on and keep compliant liquids, gels and aerosols in carry-on bags.

But there are opportunities to further enhance the process. In 2019, CATSA started a trial at the Vancouver Airport using the same screening procedures that are used in the U.S. for Precheck passengers. The trial was paused in 2020 due to low passenger volumes caused by the onset of the COVID-19 pandemic and is expected to re-start on September 1, 2022. Transport Canada is working with CATSA to run a similar trial at the Toronto Pearson airport in the coming months. If these trials are successful, these different screening procedures could be expanded to other large airports in Canada by the summer of 2023.  

Q54. You say the situation is better, but then why do there continue to be such line-ups at CATSA?  

A54. There are peak periods when there are a large number of passengers and flights and wait times are longer, as would be expected, but even at peak periods the majority of passengers are screened within 15 minutes.

From August 8-14, 2022, 87 percent of passengers at the four largest airports – Toronto, Vancouver, Montreal, and Calgary – were screened within 15 minutes which is an improvement from the end of May when 77 percent screened within 15 minutes.   

Q55.   Why wasn’t CATSA better prepared to meet demand?  

A55. CATSA’s screening contractors were in the process of hiring as travel ramped up, but there was a period around April where staffing was insufficient to meet demand. I defer to CATSA to provide more details. 

The federal government is helping in many ways. Transport Canada issued an exemption that would allow recently hired screening officers to carry out certain tasks while they are undergoing training and certification, allowing more experienced screening officers to focus on the primary screening functions. The Department also brought operators together with CATSA to improve information-sharing and implement ways to improve efficiencies in the screening process, like better communication with passengers.  

Q56    What has been done to streamline processing rules (i.e. liquids for carry-on baggage, laptops, etc.)?  

A56.   While it is not possible to eliminate screening processes that are required by international standards, such as the restrictions on liquids, aerosols and gels, Transport Canada is exploring ways to improve the efficiency at the screening checkpoint. Steps have been taken to streamline certification of screening officers and enhancements are being explored improve passenger’s experience at the Trusted Traveller lines.

Before passengers reach the front of the line, they are reminded to remove their laptops and their 1L bag of compliant liquids, aerosols and gels from carry-on bags. Passengers are also told to remove any items from their person before being screened by the full-body scanner and metal detection equipment. This has helped greatly in getting people ready for divesting and for going through the lines.   

Q57.   Why are air crews being screened like regular passengers?   

A57. In accordance with International minimum standards, air crews are also required to be screened. This is done to ensure the overall safety and security of the aviation system.  

Q58.   Why is it difficult to recruit and retain screening officers?  

A58.   While I defer to CATSA to speak to this, I note their third-party screening contractors have hired over 1,700 new screeners since April.  They are not alone in their challenge in recruiting and retaining employees; the entire economy is facing this challenge.   

Q59.   Would commercializing CATSA improve the efficiency of its operations? If so, how?   

A59.   The intention of CATSA commercialization as announced under Budget 2019 was to improve service for travellers by transferring operations to a not-for-profit entity that would be more nimble and adaptable to respond to change while also undertaking long-term planning.   

Q60.   Is there a risk screening officers workers at Vancouver and other British Columbia airports might go on strike?   

A60.   It would not be appropriate for me to speak to the labour situation involving third parties and their unions.  

Q61.   Why aren’t trusted travellers being expedited for processing?  

A61.   Dedicated Trusted Travellers screening lines are in place at many large airports in Canada where travellers receive multiple benefits (keep shoes, belt, headwear and light jacket on; leave compliant liquids, gels and aerosols in carry-on bags).

Transport Canada is testing additional solutions to improve the trusted traveller experience, including trials starting soon at Vancouver airport (September 1) and at the Toronto Pearson Airport (mid-to-late October).  

Q62.   When CATSA officials last appeared before this Committee they started to explain why forecasting what traveller volumes would be like this summer and was so challenging. Can you elaborate on this?  

A62.  Forecasting has been extremely volatile over the course of the pandemic making it difficult to forecast with precision. Factors such as changing health restrictions, pent-up demand, and labour market shortages all contributed to the difficulty. This is true not only for CATSA, but for the civil aviation industry as a whole.  

Q63. If PS points to Nexus, then how come Americans apparently have Nexus and Trusted Traveller?

A63. The NEXUS program is run by U.S. Customs and Border Protection and CBSA, and provides expedited processing for low-risk and pre-approved travellers though customs. 

The Trusted Traveller screening program in the U.S. is called Precheck. The TSA has its own TSA Precheck membership program, and also recognizes NEXUS members for the purpose of using U.S. Precheck screening lines.

To date, Canada has relied heavily on NEXUS and Global Entry members for its own Trusted Traveller program.  

Q64. Also, why do we require flight crews to go through security screening? Haven’t they already been screened to get their jobs in the first place?

A64. • The International Civil Aviation Organization (ICAO) requires member countries, including Canada, to ensure that non-passengers, including flight crews, are subject to security screening, prior to entering restricted areas serving international air operations. Transport Canada does recognizes flight crew as low-risk and grants them access to the Canada’s Trusted Traveller screening lines.  

Q65.   What are Aviation Medical Certifications? 

A65. In Canada, pilots, air traffic controllers and flight engineers must have a valid medical certification to exercise the privileges of their licenses. This is a standard internationally recognized requirement to help reduce aviation safety risk that may be introduced by human factors.

Transport Canada receives approximately 60,000 medical evaluation applications each year (approx. 5,000/ month)

Three general application categories:

  1. Non-complex recertification applications: These applications are for individuals previously assessed with no significant license restrictions and no additional health issues since last certification who are seeking renewal of certification. This group represents about 50% of applications received, and they are approved immediately by the examining physician, with no wait time.  
  2. Complete ab initio and complete files not eligible for CAME renewal: These are new applicants not previously assessed, and existing applicants with previously identified health conditions that must be reviewed by Transport Canada before renewal. These are generally assessed within the 40 business day timeline – this group represents about 30% of applications received.  
  3. Complex and incomplete applications: These are new or existing applicants with new or emerging significant health conditions of concern (e.g., heart conditions, stroke, seizures, addictions, etc.), and files which have been submitted incomplete. Additional information is required, and avenues may need to be explored to allow individuals some degree of certification. This group represents about 20% of applications received, and may take longer than 40 business days.  

Q66.   How was a Medical Certification backlog created?  

A66.  Prior to the pandemic the application process which includes the submission of medical reviews and test results was primarily paper-based. Approx. 90% of new applications, recertification reviews were received through paper-based mail system and communication back to applicants was through registered mail.

The Pandemic delayed mail delivery and closed Transport Canada’s mail rooms and offices that prevented or delayed access to conduct medical file reviews with minimal electronic review work around options available

         If pressed: Prior to the pandemic the application process which includes the submission of medical reviews and test results was primarily paper-based. Approx. 90% of new applications, recertification reviews were received through paper-based mail system and communication back to applicants was through registered mail.

Review process also required that all applications received, regardless of risk, were reviewed by Transport Canada medicine employees.

Medical human resource constraints through the pandemic also made staffing vacant positions within the unit challenging. 

Significant backlog developed through pandemic of well over 7,000 files.  

Q67.   What actions are being taken to address the Medical Certification Backlog?

A67. Transport Canada is implementing strategies to address the digitalization, process, and human resource challenges for Medical Certification:

  • Digitalization: Transport Canada has continued to implement an electronic medical examination review system to eliminate paper based dependencies. Prior to the pandemic 90% of files were received by paper. Transport Canada is now receiving roughly 10% of files via paper submission.
    • Transport Canada is developing an IT solution for applicants to track their files. This application is set to be online by the end of 2022-23.
    • Transport Canada is working to digitalize historic medical files to further streamline review process, this work is set to be complete by the end of 2022-23.
  • Process: Transport Canada has implemented a risk-based review system in medical applications to eliminate the 100% review of applications.
    • As a result, approximately 50% of applications received receive immediate approval by their physician (low risk reviews with no medical complexities).
  • Human Resources: Additional physician and support staff are being onboarded to specifically address the backlog created through the pandemic and improved communication to applicants.
    • Onboarding of these resources is ongoing and expected to be complete by Fall 2022.
    • This will bring an additional 11 new part-time physcians and 13 supporting employees into the program.

The impact of these changes is already being felt with the backlog of applications now below 5,000. An approximately 30% drop since the heart of the pandemic.

Vancouver Fraser Port Authority (Marine Policy):

Q68. Port of Vancouver – latest on shipping trends/delays/other pertinent info  

A68.

  • Container volumes at the Port of Vancouver have been strong for 2022, but slightly below 2021 levels.
  • The Port of Vancouver continues to have a backlog of containers resulting from high demand and the forest fires/floods of 2021; however, the backlogs have been shrinking over the past several months.
  • Freight rates from Asia to Vancouver are high but have fallen in recent months.
  • The supply chains for bulk exports, such as grain, remain fluid.

Supplementary Statistics:

Volumes

  • Container volumes at the Port of Vancouver remain strong in 2022 through June, with volumes (1.8 million TEUs handled) down 7.8 per cent versus the same period in 2021, due to decreased volumes in January and February 2022.
  • The number of exported empty containers at the port remains high (up 31 per cent in June 2022 vs June 2021), which continues to indicate challenges for Canadian exporters to gain access to containers to load before they are returned to Asia.

Congestion/Delays

  • Container ships arrivals largely remain off schedule at the Port of Vancouver with only 28.6 per cent of weekly services arriving on time (year-to-date June 2022). This leads to uncertainty at terminals and potential queuing of container ships at the port waiting for berth space.
  • Anchoring at the port is relatively low compared to historical levels, with only 44 per cent (26/59) of anchorages in the Gulf Islands and the Port of Vancouver occupied. However, there has been a change in composition of vessel types, with more container vessels at anchorage (seven as of August 12) and very few grain vessels at anchor - following the end of a low volume crop year in 2021-22. Demand for anchorages from grain vessels is likely to increase in the harvest season.
  • Inventory of containers on-dock at port terminals is still high (317K feet of container length as of August 12). The draw-down relies upon rail car service to load for inland destinations, which has been strong and steady recently (65K feet of rail cars supplied on average per day), however dwell times for containers on dock (five to seven days) remains higher than target levels (two and a half days).   

ArriveCan:  

Q69. What is the rationale for maintaining the ArriveCan app?  

A69. ArriveCAN underpins Canada’s public-health related border measures by ensuring PHAC’s ability to monitor, promote, verify, and enforce compliance with these measures.

Using ArriveCAN is the single most effective way a traveller can ensure a speedy border experience. Implementing and enforcing border measures without ArriveCAN would significantly increase airport congestion, slow processing time, and diminish PHAC’s ability to collect timely traveller information for the protection of public health.   

Q70. Do any other countries require travellers to submit similar information as collected through ArriveCan? If so, can you provide examples?  

A70. Of Canada’s closest partners (G7 and Denmark, Australia, New Zealand and Israel) the United States, Japan and Israel all required the collection of traveller information prior to arrival; however, many requirements have since been lifted. However, certain tools are preserved in a number of countries, while other measures have been lifted.

France maintains their “TousAntiCovid App” which is used for contact tracing on a voluntary basis.

American airlines are required to collect the contact information of incoming travellers, retain it for 30 days, and transmit it to the CDC upon request.

Japan, Israel and New Zealand still require arriving travellers to provide information either digitally or using electronic platforms, including information such as: travel information, proof of vaccination, and traveller history (between prior 7 and 14 days history).  

Q71. Is tourism up this year? If so, can you quantify this?  

A71. There is recent evidence that Canada’s tourism sector is experiencing a recovery.  In May 2022, 1 million international tourists arrived in Canada.  Although this represents a fifteenfold increase over May 2021, it is still down 48% when compared to May 2019.  Year-to-date in 2022, Canada has welcomed 2.7 million international tourists – an eightfold increase from the same period in 2021, but still 57% lower than in 2019.  

Q72. Is cross- border travel up?  If so, can you quantify this?  

A72. Cross-border traffic has increased significantly compared to 2020 and 2021.

From April 2020 to June 2021, traveller volumes were below 10% of pre-pandemic levels. During this period, air mode arrivals averaged approximately 163K travellers per month, (5% of 2019 volumes), and land mode arrivals averaged 294K travellers (7% of 2019 volumes).

Air and land traveller volumes began rising in July 2021 with the easing of border restrictions and health measures, and have increased continually since, as further restrictions were lifted and traveller comfort increased. The emergence of the Omicron variant and associated border measures in December 2021 caused a temporary setback in volume recovery.

By July 2022, the combined volume reached 64% of pre-pandemic levels; 2.58 million travellers arrived in air, which was 77% of 2019 levels, and there were 3.56 million land travellers, which represents 58% of pre-pandemic volumes.

Q73. What evidence is there that ArriveCan is suppressing cross-border travel and tourism?  

A73. There may be many factors that contribute to an individual’s decision to travel or not travel.

However, ArriveCAN underpins Canada’s public-health related border measures by ensuring PHAC’s ability to monitor, promote, verify, and enforce compliance with these measures.

As a digital tool, it also supports the CBSA’s processing of travellers seeking entry to Canada as compared to manual or paper based collection.  

Q74. Other countries do not have ArriveCan. Are they experiencing flight delays, cancellations and other disruptions regardless?  

A74. • Numerous factors are affecting the challenges faced by the global air industry – there is no one single cause.    

Public Health Agency of Canada:  

Q75. The group of 33 Israeli children who were selected for random COVID testing - National Post article from July 28th  

A75. The Government of Canada recognizes that entry restrictions, testing and quarantine requirements place burdens on travellers and the economy. These measures remain the most effective means of monitoring and limiting the importation of new cases of COVID-19 and variants of concern, and their spread in Canada.  

Moving testing from the airport into community locations helps ease the overall traveller journey in airports and provides Canada with a border testing model that can better adjust to increased traveller volumes, while still being able to quickly respond to new variants of concern or changes to the epidemiological situation. 

This is one of many layers of protection for new variants of concern that could pose a threat to the health and safety of Canadians, Canada’s healthcare system and Canada’s ongoing economic recovery.

If pressed:

While I can not comment on the details of specific cases, PHAC has reached out to the organizer of this camp and provided assistance and support with this situation, including a solution that can be applied to the organizer’s future arrangements with travel  

Q76. How does moving testing outside the airports help reduce delays?  

A76. Moving testing outside airports is only one of the measures that are being implemented to help reduce the congestion at Canadian airports. Offsite testing has helped simplify the arrival process of international passengers.   

Q77. Some airlines have been broadcasting messages to their customers claiming that airport delays are due solely to the health mandates. Is this an accurate claim?  

A77.  No, airport delays are not solely due to health mandates. The aviation system is in the midst of restarting following a major disruption, while still ensuring that the existing safety and security regime is in place.

There are multiple compounding factors are contributing to airport delays, including increased processing times, staffing, labour issues, infrastructure limitations, traveller preparedness and the convergence of flights, etc. Effectively addressing airport delays requires a range of complementary measures - there is no single “magic solution” as seen with similar delays at airports globally as they move to accept growing passenger volumes post pandemic.  

QX1. Why hasn’t VIA Rail brought back train 651 despite facing public pressures to do so?  

AX1. VIA train 651 is one of several suspended intercity routes that was often used as a commuter service between Belleville and Toronto.  VIA Rail is continuing to study the impacts that changes in travel habits have on its operations, specifically the evolving work-from-home environment.  While dedicated VIA Rail customers have been affected by these schedule changes, the return to service approach, based on passenger demand, demonstrates sound management throughout what has been a difficult time in the corporation’s history.  

QX2. On May 25, the World Bank released its rankings of the performance of the world’s container ports in 2021. The Port of Vancouver fell 65 places from 2020 to 368 out of 370 global ports analyzed. What factors contributed to this decease, and what are the Government’s plans to address?  

AX2. The Port of Vancouver’s ranking can be partially explained by the methodology used, the structural disadvantages of North American west coast ports, and short-term challenges. The World Bank’s index tracks the length of time vessels spend at port, which benefits ports that operate under capacity; the Port of Vancouver operates at capacity. Furthermore, North American west coast ports are at a structural disadvantaged as they tend to be import-focused; are often in urban centres with limited space; and, in comparison with Asian and Middle Eastern ports, have older, less efficient infrastructure. All major west coast ports in Canada and the U.S. received low rankings. Furthermore, extreme weather events and a significant increase in demand for imports affected the Port of Vancouver’s ability to provide effective and consistent service.

While the World Bank’s ranking likely overstates the problem at the Port of Vancouver, opportunities exist to address the issues at the Port, and across the entire supply chain. Budget 2022 committed to improving Canada’s supply chain infrastructure to expand Canada’s economic capacity and productivity and drive long-term growth through a number of key initiatives. For instance, over $600 million of new investments were announced as part of the Budget to help strengthen Canada’s supply chains, which includes an additional $450 million for our flagship transportation infrastructure program the National Trade Corridors Fund.  

QX3. What is the pre-pandemic average flight cancelation in a percentage? 2%?

AX3.  

QX4. Can we update the response to the Minister’s question about border measures in other countries to include a broader list of countries? He said he is aware New Zealand still has them, and found that Brazil, Holland, Philippines, India, Peru, Columbia, Indonesia require vaccination or testing of the unvaccinated.  

AX4.  

QX5. Further clarity on a previous question. Minister is looking for the breakdown of international vs domestic travel on a daily basis. I.e. if we have 100,000 air travelers in a day how many of these are domestic vs international?  

AX5.

QX6. The description between the three categories and how they are prioritized is helpful. But is there further details on triage procedures? I.e. were commercial pilots prioritized over general aviation? Additional details such as that.

AX6.

QX7. Info mentioned TC typically receives 60,000 applications annually and then notes they receive about 5,000 to 6,000 per month. This seems on track with how many they receive annually. Is there data that shows the current volume is greater than an average volume? If not, what is the reason for the large backlog?

AX7.

TRAN follow-up response for a question on tugboats (May 30 appearance)

#2 Request from Committee / Demande du comité:

Mr. Taylor Bachrach: Thank you, Mr. Brosseau. I had a conversation with a tugboat operator just recently in Prince Rupert, and he pointed to something called a tug-to-tow ratio, which is an area of very specific concern for small tugs under 15 tonnes. Are there any rules currently—like rules, legislation—that are enforceable and specific concerning tug-to-tow ratios for tugboats under 15 tonnes?

Mr. Kevin Brosseau: Mr. Chair, I will have to get back in terms of being able to speak to particular rules. I think what's really important to remember, Mr. Chair, the safety management system regulations for all vessels, which will be coming into force in the coming months, but with respect to that specific question, Mr. Chair, with your indulgence, I'll be able to respond to that by consulting the marine safety experts within Transport Canada.

Response 

  • The Canada Shipping Act 2001, section 106, requires all vessel owners to implement procedures for the safe operation of the vessel and for dealing with emergencies, and to ensure the crew and passengers receive safety training, in addition to ensuring the vessel and equipment meet regulations. 
  • The technical aspects of the safety of tug towing operations are addressed in several regulations, for example:
    • Section 601 of the Small Vessel Regulations require tug owners and operators ensure that the vessel has adequate stability and structural strength to safely carry out its intended operations
    • The Hull Construction Regulations require all tugs more than 5 gross tonnage (GT) to undergo inclining experiment and have stability book documentation (Part VIII (Section 106). These regulations also address technical requirements for towing (Part VIII, Sections 131-138)
    • Section 206 of the Marine Personnel Regulations requires the vessel’s authorized representative to provide the vessel master with written instructions to ensure that each member of the vessel complement is familiar with the shipboard equipment operational instructions specific to the vessel and can effectively perform their duties related to safety (and pollution).
  • Given that tug towing operations vary in their intended operations and operating areas, it is impossible to address every specific risk factor, including environmental and voyage considerations, through regulations.
  • Regulations, standards and other guidance have been developed by Transport Canada to assist vessel owners and operators to assess safety considerations in their particular operations and comply with the Canada Shipping Act, 2001, and associated regulations, for example:
  • Finally, small tugs are subject to random monitoring inspections by Transport Canada to verify compliance with the requirement of relevant regulations under the Canada Shipping Act, 2001.

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