2021-22 Gender Based Analysis Plus (GBA+)

General information

Institutional GBA+ Capacity

Governance Structure

Transport Canada (TC)’s Gender Based Analysis (GBA+) Centre of Excellence provides oversight and guidance on all of the department’s GBA+ initiatives. In late 2020, the Gender Inclusiveness Champion was established, bringing together the Champion of GBA+ and the Champion of Gender Diversity and Inclusive Services. There are no planned changes to the governance structure or resourcing levels for the 2021-22 fiscal year. While working in close collaboration with the support of subject matter experts across the department, the Centre will continue to:

  • Support and monitor all TC GBA+ initiatives;
  • Lead a “GBA+ Intra-departmental Network” to promote greater integration of GBA+ tools and knowledge into our operations and practices;
  • Serve as the main TC point of contact for:
  • Support the “Gender Inclusiveness Champion” whose role includes:
    • Promote and provide leadership on TC’s commitment to applying GBA+ and the Policy Directive on Sex and Gender Information Practices to modernize how sex and gender information is collected by the department;
    • Ensure that TC’s policies, programs and initiatives are inclusive of all individuals by considering other identity factors beyond sex and gender, such as race, ethnicity, religion, age, and mental or physical disability;
    • Promote continued advancement of more informed and responsive policies, programs and initiatives through the use of GBA+ as an analytical tool to systematically consider the various obstacles, barriers and conditions faced by different groups of people, in all their diversity, to achieve overarching goals of improving gender equality and contribute to a more fair and equitable society;
    • Advance the department’s work related to updating the collection, display and use of sex and gender data to align with the Policy Directive on Sex and Gender Information Practices; and
    • Representing TC at Assistant Deputy Minister-level meetings and working groups.
  • Provide overarching guidance to support subject matter experts (e.g., within air, rail, marine, etc.) with:
    • The development of GBA+ assessments related to:
      • Memoranda to Cabinet (MCs);
      • Treasury Board Submissions;
      • Budget proposals;
      • Regulatory Proposals; and
      • Advertising;
    • Accessing online GBA+ training and other pertinent resources.

Major Initiatives Undertaken and Progress Achieved

A number of results were achieved that delivered on initiatives set out in TC’s three-year GBA+ Action Plan for 2018 to 2020. In particular, the TC GBA+ Centre of Excellence:

  • Supported promotion and greater knowledge of GBA+ through activities and events held as part of the 2020 GBA+ Awareness Week, such as podcast discussion sessions hosted by the Gender Inclusiveness Champion.
  • Continued to promote GBA+ mandatory training – as of late 2020, 79% of TC employees had completed the online GBA+ training offered by WAGE;
  • Regularly engaged the approximately 90+ GBA+ Network members at TC through bi-monthly email updates and meetings, including opportunities to showcase GBA+ related work conducted by Network members and other relevant initiatives;
  • Continued integration of GBA+ across departmental functions and activities, including establishment of processes to effectively incorporate into TC-led regulatory proposals;
  • Wrapped up TC’s three-year GBA+ Action Plan and reported progress and next steps to TC’s Executive Management Committee (TMX); and
  • Received TMX approval for the TC GBA+ Policy Statement for 2021 and beyond.

In 2021-22, TC will aim to continue this work in support of the desired outcomes of its GBA+ Policy Statement: integration of GBA+ principles in every aspect of TC’s work; application of GBA+ consistent and aligned with relevant overarching government priorities and commitments; and informed decision-making grounded in evidence-based intersectional analysis.

Highlights of GBA+ Results by Program

Aviation Safety Regulatory Framework
  • The Aviation Safety Regulatory Framework program has indirect impacts that support economic participation and prosperity.
    • TCCA Regulatory Affairs Branch assesses the social and economic impacts of its policy recommendations on diverse groups of Canadians, in accordance with Canada’s commitment to implementing GBA+ for all aviation safety regulatory development.
    • Stakeholder concerns about the impact of the flight crew fatigue management regulations included a shortage of qualified labour (which was male-dominated). As a result, work is underway to identify existing barriers and sustainable ways to attract more female and Indigenous candidates into aviation careers.
    • Developing and reviewing existing aviation medical certification policies to include GBA+ considerations (e.g., medical certification of women and transgendered applicants).
  • The Aviation Safety Regulatory Framework program does not collect sufficient data to enable it to monitor and/or report program impacts by gender and diversity.
  • The Aviation Safety Regulatory Framework Performance Information Profile will be updated in 2021-22 to include GBA+ performance indicators.
Aviation Safety Oversight
  • The Aviation Safety Oversight program has indirect impacts that support the pillar of economic participation and prosperity and the goal of equal and full participation in the economy. Barriers to employment in the drone sector include marginalization, an intimidating male-dominated environment, and a lack of female mentorship.
    • TCCA has taken steps to address this gender disparity through the use of gender-neutral terminology; Canada is signaling gender inclusiveness to RPAS operators and the larger industry.
    • TCCA continues to promote broad adoption of gender-neutral terms through various international events/fora.
    • TCCA continues to implement a deliberately inclusive safety education campaign designed with gender, age and ethnic diversity in mind by using neutral or inclusive imagery, text, and visuals.
    • TC collaborates with other federal departments, industry, stakeholders and international partners to raise awareness and address the gender disparity in the RPAS sector. This includes ensuring the drone sector is included in efforts to address the underrepresentation of women and including RPAS into the broader discussion of increasing women’s representation in the aviation sector.
  • The Aviation Safety Oversight program does not collect sufficient data to enable it to monitor and/or report program impacts by gender and diversity.
  • The Aviation Safety Oversight Performance Information Profile will be updated in 2021-22 to include GBA+ performance indicators.
  • TCCA is pursuing different areas of research and data collection, including contracting reports. For example, TC is currently involved in a two-year study in partnership with Western University that focuses on evaluating the impact severity of small RPAS collisions on humans and the impacts on females and populations more at risk of harm (e.g., children, seniors).
  • In addition, a Public Opinion Research (POR) study is planned to better understand the level of knowledge drone users and the public have of the rules. The study will also incorporate questions focused on the gender distribution of drone pilots in order to better understand gender representation in the industry. These actions will not only lead to better targeting of education and safety promotion, but will help influence the development of RPAS policies in the future.
Aircraft Services
  • Aircraft Services Directorate (ASD) contributes indirectly to multiple pillars of the Gender Results Framework through ensuring that its internal policies and actions promote gender equality, diversity and inclusiveness in its work with the public and private sectors.
  • The directorate is committed to supporting the pillars and goals of the Gender Results Framework by allocating time and resources for training and activities on an ongoing basis to advance GBA+ objectives.
  • Substantially all (90 %+) of ASD's services are provided to other government departments. Some service is provided to Canadian companies. Comprehensive data on gender and other intersecting factors are not needed for measuring results of the program, other than for weight and balance calculations for aircrafts.
  • Based on the assessment carried out by ASD, programs managed by the directorate were not expected to differentially affect gender or other identity groups. ASD will continue to monitor its programs for opportunities to contribute to GBA+.
Marine Safety Regulatory Framework
  • All regulatory initiatives undergo a detailed GBA+; however, these analyses do not capture data at the microdata level.
Marine Safety Oversight
  • The Marine Safety program carries out oversight activities of vessels, regardless of sex, age, gender, ethnicity, culture, religion, language, etc. No GBA+ data is collected with respect to oversight of the marine transportation system – i.e., promotion and verification of vessel compliance with requirements, audits and other oversight of Recognized Organizations (i.e., the bodies authorized to inspect on behalf of TC), and enforcement actions taken in event of non-compliance.
  • The direct beneficiaries of the program, notably owners, operators and crew of marine vessels, are predominantly male.
  • No actions to collect GBA+ data with respect to oversight of the marine transportation system are being considered at this time.
  • Negative differential impacts as a result of this approach are highly unlikely.
Marine Safety Certification
  • Only sex, age, location and language preference-related analysis can be performed for GBA+ purposes based on the known data available at TC on Canadian seafarers and Pleasure Craft Operator Card (PCOC) holders in Canada.
  • No comprehensive GBA+ data is collected with respect to inspections carried out for the certification of vessels or activities related to product approvals.
  • The beneficiaries of the program, notably owners, operators and crew of marine vessels, are predominantly male.
  • No planned actions to collect GBA+ data with respect to oversight of the marine transportation system are being considered at this time.
  • Negative differential impacts as a result of this approach are highly unlikely.
Indigenous Relations and Navigation Protection Program
  • The government’s new impact assessment regime examines environmental, health, economic, and social impacts, including gender-based analysis, and provides a more comprehensive picture of a project’s impacts on communities to better inform decision-making. This information is gathered on a case-by-case basis for individual projects.
  • Indigenous Relations and Navigation Protection (IRNP) issues approvals pursuant to the Canadian Navigable Waters Act for designated major projects after the completion of the impact assessment and taking into account all relevant information, including GBA+ considerations. Further, a new public registry allows communities to comment and have their voice heard on proposed works on navigable waters, before work proceeds.
  • Moreover, IRNP is currently developing regulations and supporting policies, and exploring the potential for partnership agreements with Indigenous communities in the administration of the program. GBA+ information and analysis will support decision-making processes for these initiatives.
  • When undertaking consultation and engagement activities, IRNP encourage internal stakeholders to work together with Indigenous groups and communities to identify approaches that are inclusive, community-based and community-led. Traditional Indigenous forms of governance, such as the clan system and Elders/Women’s/Youth Councils, are intrinsically inclusive and model GBA+.
Rail Safety Regulatory Framework
  • Rail Safety does not comprehensively collect information directly related to GBA+ at this time. However, the directorate is committed to supporting the pillars and goals of the Gender Results Framework by allocating time and resources for training and activities on an ongoing basis to advance GBA+ objectives.
  • Rail Safety will integrate and sustain the practice of GBA+ by collecting relevant data to address identified gaps and successfully deliver on GBA+ commitments.
Rail Safety Oversight
  • Rail Safety’s most recent regulatory submission in Canada Gazette II in September 2020 addressed GBA+ by taking into account the fact that the majority of the workforce in the rail industry is male, use of new technology and recordings would apply evenly to employees working in the cabs of controlling locomotives, regardless of their gender, culture, socio-economic status, age, geography, ability, sexual orientation, ethnicity, or faith. As a result, the GBA+ impacts identified for this regulatory proposal were considered to be minimal.
  • In addition, all of our regulatory projects going forward will take into account these considerations to sustain the practice of GBA+ and to further analyze the program’s impact on gender and diversity.
Rail Safety Improvement Program
  • The recipients under the Rail Safety Improvement Program are largely Provinces/Territories/Municipalities, Indigenous organizations, private and public sector companies, academia, and a few individuals applying for private grade crossing closures. Applicants are selected based on the degree to which their project improves rail safety for all Canadians, irrespective of race, gender, or sexual orientation. Applicant names are recorded, but no microdata or demographic data (e.g., age, gender, profession, Social Insurance Number, etc.) is captured.
Multimodal Road Safety Regulatory Framework
  • While TC’s National Collision Database (NCDB) does collect demographic data on vehicle collisions involving fatalities, serious injuries and property damage, the data does not directly support the goals or objectives of the Gender Results Framework. By contextualizing indirect or unintentionally negative impacts to sex, gender, age and other demographic factors in the context of road safety, these data points could inform internal program decision-making rather than directly or indirectly impacting stakeholders.
  • The NCDB collects demographic data on biological sex and age on vehicle collisions involving fatalities, serious injuries, and property damage. Diversity data are not available in the current NCDB Data Framework.
  • The program will work with stakeholders to identify data capacity and impacts of program activities. If any relevant new data sources are identified in this evaluation, they will be captured and reported in 2021 and used to analyze the program’s impact on gender and diversity in the context of the Road Safety Regulatory Framework. This evaluation is ongoing.
  • In 2021-22, TC will evaluate data collection practices for the NCDB as part of a broader multimodal analysis of its GBA+ data collection and reporting practices. This analysis will evaluate data quality to ensure these data are collected and reported in accordance with Treasury Board Secretariat policy direction.
Multimodal Road Safety Oversight
  • The results of this program neither directly nor indirectly support the goals and/or objectives of the Gender Results Framework.
  • Currently, this program is evaluating its GBA+ data collection and reporting capacity. While no program data sources currently contribute to monitoring and/or reporting GBA+-related impacts, any new data capacity discovered in this evaluation will be reported going forward.
  • In 2021-22, the Multimodal and Road Safety Oversight program will evaluate data collections practices as part of a broader multimodal analysis of its GBA+ data collection and reporting practices. This analysis will evaluate data quality to ensure these data are collected and reported in accordance with Treasury Board Secretariat policy direction.
  • As part of the evaluation indicated above, if any relevant new data sources are identified in this evaluation, they will be used to analyze the program’s impacts on all intersections of stakeholder populations in the context of road safety oversight, enforcement and compliance (motor vehicles designed and imported in Canada). This evaluation is ongoing.
TDG Regulatory Framework
  • The Transportation of Dangerous Goods (TDG) Directorate does not currently collect sufficient data to enable it to monitor/report program impacts by gender and diversity (GBA+). In order to remedy this situation, TDG plans to apply the core principles of GBA+ to all its multimodal functions (e.g. technical training, legislative modernization, oversight inspections, and emergency response). For example, regulatory proposals will continue to be assessed using a GBA+, in accordance with the requirements of the Cabinet Directive on Regulation (CDR) published by the Treasury Board of Canada Secretariat (TBS).
  • TDG is currently assessing its internal GBA+ reporting and data capabilities. The purpose of this assessment is to identify and ensure that the program’s existing data collection practices are in compliance with the Policy Direction to Modernize the Government of Canada’s Sex and Gender Information Practices. Any relevant data sources will be reported by 2021.
  • GBA+ analysis actions will involve: continuing to consult with a wide range of stakeholders, including Indigenous Communities, and examining the socio-demographic characteristics of the TDG workforce. The implementation of GBA+ will support the following two (2) pillars of the Gender Results Framework:
    • Economic Participation and Prosperity – ensuring that women and members of employment equity groups are well represented in the TDG field.
    • Leadership and Democratic Participation – ensuring that more women and members of employment equity groups are appointed to senior management positions and by continuing to promote diversity in senior leadership.
TDG Oversight
  • As mentioned above, TDG will use the GBA+ data sources to analyze the program’s impact on gender and diversity in the context of the transportation of dangerous goods oversight, enforcement and compliance. In accordance with the TDG’s GBA+ strategy, relevant data sources will be reported by 2021.
TDG Technical Support
  • As mentioned above, TDG will use the GBA+ data sources to analyze the program’s impact on gender and diversity in the context of emergency response services and registration. In accordance with the TDG’s GBA+ strategy, relevant data sources will be reported by 2021.
Aviation Security Regulatory Framework
  • The Aviation Security Regulatory Framework Program contributes indirectly to multiple pillars of the Gender Results Framework through ensuring that regulations and policies promote gender equality, diversity and inclusiveness in its work with both the domestic and international community.
  • While the Aviation Security Program currently does not collect data on men, women, or other at-risk groups at this time, the Aviation Security Regulatory Framework considers gender-based impacts to guide the development of security regulations.
  • In 2021-22, Aviation Security will review all program performance indicators and plans to develop a Performance Measurement Framework which will include a GBA+ lens to ensure that there is capacity to report on impacts by gender and diversity in the future.
Aviation Security Oversight
  • The Aviation Security Oversight Program contributes to multiple pillars of the Gender Results Framework in considering gender-based impacts in the following areas of work:
    • working with the domestic and international community to ensure oversight and reporting on the GBA+ objectives and measurements are met;
    • reviewing and updating the National Standard Operating Procedures (NSOPs) with a GBA+ lens to ensure inspection data sets will be acquired with an understanding and appreciation for GBA + objectives;
    • reviewing Air Cargo Security’s stakeholder correspondence letters to ensure that all gender identifiers are in compliance with GBA+;
    • collaborating with TC’s Multimodal Integrated Technical Training specialists to review the training materials during all phases to adhere to GBA+ standards; and
    • working with TC’s Gender Inclusiveness Champion for the development of assessment scenarios to help train and equip staff with assessing GBA+ considerations and implications for aviation security oversight within the international community.
  • In 2021-22, Aviation Security will review all program performance indicators and plans to develop a Performance Measurement Framework which will include a GBA+ lens to ensure that there is capacity to report on impacts by gender and diversity in the future.
Marine Security Regulatory Framework
  • All regulatory initiatives undergo a detailed GBA+; however, these analyses do not capture data at the microdata level. The Marine Security Program currently collects data on vessels, marine facilities and corporations, and any information on individuals is limited to contact information for their roles related to vessels, marine facilities or corporations.
Marine Security Oversight
  • Where applicable and available, a GBA+ would have been conducted at the regulatory initiative stage for oversight activities. The Marine Security Program currently collects data on vessels, marine facilities and corporations, and any information on individuals is limited to contact information for their roles related to vessels, marine facilities or corporations.
Intermodal Surface Security Regulatory Framework
  • ISSRF has conducted a GBA+ of the Transportation of Dangerous Goods by Rail Security Regulations and for the Passenger Rail Transportation Security Regulations. No significant GBA+ impacts have been identified for either regulatory program given that these programs have no differential impacts on men and women, nor on the diversity within these groups.
  • The program does not have impacts that support the pillars and goals of the Gender Results Framework. At the regulatory development phase, ISSRF had conducted a GBA+ for both sets of regulations and the results indicated that there were no significant GBA+ impacts for either regulatory program.
  • ISSRF does not collect data related to GBA+, however, where possible, the Program will look at opportunities to collect information to monitor and report program impacts by gender and diversity.
  • ISSRF is committed to ensuring that the GBA+ objectives are met, and where applicable, will support future monitoring and reporting of the Program’s impacts by gender and diversity.
Intermodal Surface Security Oversight
  • Currently, program-level GBA+ impacts are not available. However, the Program will endeavour to work with rail security partners to examine GBA+ objectives/initiatives.
  • The program has indirect impacts to support the following GRF goals:
    • equal opportunities and diversified paths in education and skills development; and
    • equal and full participation in the economy.
  • This program does not collect sufficient data to enable it to monitor and/or report program impacts by gender and diversity. Direct program data collection (industry compliance with rail security oversight) does not enable the program to monitor and/or report on program impacts by GBA+. However, indirect data related to the oversight program, the inspectors, and industry could enable such monitoring and/or reporting.
  • Generally speaking, a GBA+ analysis would have been conducted at the regulatory initiative stage for oversight activities. The ISSO Program currently collects compliance data on railway carriers and railway loaders, and any information on individuals is limited to contact information for their roles related to rail security.
  • ISSO is in the process of drafting National Standard Operating Procedures (NSOPs) and will ensure that drafting includes a GBA+ lens. This review will ensure inspection data sets will be acquired with an understanding and appreciation for GBA + objectives.
  • In collaboration with Aviation Security, ISSO has completed a user review of the Transportation Security Information System (TSIS) to ensure that the GBA+ objectives and measurements are aligned and this work will continue as programs are fully developed.
  • At the same time, ISSO will begin work with the railway community to ensure oversight and reporting on the GBA+ objectives and measurements. As a first step, GBA+ was a consideration as part of outfitting TC inspectors with new TDG PPE – knowing that one size coverall does not fit all. Where necessary, clothing will be “outside” the TC Catalogue.
Security Screening Certification
  • Security Screening Programs (SSP) conducts background checks on individuals who require access to the restricted areas of airports and marine ports, as well as those who conduct certain functions at marine ports. The collection of sex-related data (M/F) is a requirement of the systems used by federal security partners to conduct those checks on behalf of SSP. The program continues to work with federal security partners to advance GBA+ objectives.
  • The program does not directly support the pillars and goals of the Gender Results Framework in that only those applying for a Transportation Security Clearance (TSC) to work in an airport or marine port would use this service.
  • This program collects some data to enable it to monitor and/or report program impacts by gender and diversity. Given that this is a security clearance program, applicants are required to provide information that includes gender, country of birth, geographical location and occupation, amongst other things. Occupation data can be used to monitor socio-economic impacts of program changes, for example the introduction of fees.
  • A modernization initiative to update the TSC application process to make it easier to understand reduces barriers to newcomers, lower educated Canadians and lower income Canadians who fill many of the minimum-wage positions that are found at airports and marine ports. A secondary benefit is the collection of more structured and accurate data that will expand the program’s capacity to report on impacts by gender and diversity.
  • The program currently collects applicant data including gender, country of origin, geographical location and occupation. A new case management system will expand the ability to report and analyse that collected data.
  • Should fees be introduced as part of the departmental Fee Modernization initiative, capacity to further analyze gender and diversity would be expanded. For example, with respect to socio-economic impacts as related to low wage workers and new Canadians.
Emergency Management
  • Emergency Management (EM) is responsible for administering TC’s responsibilities using the pillars outlined in the Emergency Management Act: prevention/mitigation; preparedness; response to and recovery from transportation-related emergencies. EM ensures that TC is ready to manage and respond to emergency situations affecting Canada’s transportation system and by collaborating closely with internal and external partners, as well as industry stakeholders.
  • EM conducted a GBA+ review of its procedures, training and doctrine development processes. Based on this analysis, it is TC’s position that the policies and regulations developed, and those being developed, have no identifiable adverse impacts on potential opportunities to advance gender-based objectives, as it is a benefit to all Canadians.
Climate Change and Clean Air
  • GBA+ developed for Clean Growth and Climate Change transportation proposals identified that the initiatives themselves are not expected to have a differentiated impact on sex and gender. However, given that women represent about a quarter of employees in the Transportation and Warehousing sector, federal actions and investments to enhance the availability and accessibility of low carbon transportation options and technologies are likely to indirectly benefit men disproportionately.
  • GBA+ developed for the recapitalization of Transport Canada’s Incentives for Zero-Emission Vehicles program found that it does not compromise the participation of any gender, does not create barriers or discriminate against any specific group in the outcomes. This program is open to all Canadians who are of driving age.
  • The initiatives developed and efforts deployed by Transport Canada’s Climate Change and Clean Air policy support the reduction of GHG emissions from transportation sources. As such, they may directly support consumers and businesses in adopting new low carbon technologies, and result in lower air pollutant emissions, helping support the pillars of Economic Participation and Prosperity, and Poverty Reduction, Health and Well-Being under the Gender Results Framework. In general, the actions under this program do not collect sufficient data to enable it to monitor program impacts by gender and diversity, although such monitoring may be possible with new initiatives as they are developed.
Protecting Oceans and Waterways
  • Under the Indigenous and Local Communities Engagement and Partnership Program, the Native Women’s Association of Canada (NWAC) will host Indigenous Women’s Voices on Marine Safety and Ocean and Waterway Environmental Protection, a national virtual workshop. This will bring together Indigenous participants from across Canada to discuss working collaboratively to improve marine safety and environmental protection of the oceans and waterways. The objectives of this project are to build capacity for NWAC to include the voices of Indigenous women in discussions related to marine safety, and for greater engagement of Indigenous women in discussions on ecosystem conservation, and environmental protection of Canada’s oceans and waterways.
  • A final report will be submitted at the end of the project in 2022 and data collection will be determined based on the report.
  • While this program does not have impacts that support the pillars and goals of the Gender results Framework or collect sufficient data at this time to monitor and/or report program impacts by gender and diversity, the Government of Canada will work with Indigenous groups, including NWAC to co-develop indicators, including those that would allow to monitor and report on gender and diversity, by April 2022 to enable measurement by 2027. The process needs to be informed, collaborative and meaningful for Indigenous partners, in support of reconciliation.
Environmental Stewardship of Transportation
  • TC does not collect socio-demographic data on environmental stewardship activities; however, as part of the impact assessment process of major projects, health, social and economic impacts on Indigenous groups and communities are taken into consideration and project-specific mitigation measures are implemented to address negative impacts. The program's activities are designed to increase Indigenous participation and to be inclusive, regardless of the gender or other identity factors of the Indigenous participants.
Transportation Innovation
  • The Transportation Innovation Program has conducted a preliminary GBA+ and concluded that gender differences are not a relevant factor in our research considerations or results. However, the program has looked at more relevant differential factors, such as the impact or feasibility of a technology on urban and rural populations or the size of crash test dummies used in vehicle testing.The program does not have impacts that support the pillars and goals of the Gender Results Framework.
  • At this time the program does not collect sufficient data to enable it to monitor and/or report program impacts by gender and diversity. As indicated in the description, gender and diversity were not found to be relevant factors in our research considerations or results. The program will continue to include relevant considerations in its research.
Transportation Marketplace Frameworks
  • The Ministerial appointments program has an impact on gender balance goals, and, as of winter 2020, has the ability to monitor this impact through self-reporting of gender identification required of all applicants. (Note that the majority of Transport Portfolio positions are Governor in Council appointments, the gender impacts of which are tracked and reported across government as a single program led by the Privy Council Office).
Transportation Analysis
  • Transportation and Economic Analysis (TEA) purchases Census data from Statistics Canada (employment data disaggregated at the gender, aboriginal status, visible minority, age and education levels) in order to support GBA+.
  • It is the directorate’s position that the analysis developed by TEA has no differential impact on men, women, or other at risk groups.
    • TEA is currently looking to acquire new data sets to identify gender based objectives and respond to GBA+ inquiries.
  • TEA provided analysis on the representation of women, visible minority, immigrants and Indigenous Peoples, etc., in the transportation sector’s labour market. The objective was to provide data-driven information to increase the representation of different groups and alleviate labour shortages in the transportation sector. The analysis highlighted underrepresentation in key occupations of the transportation sector and provided insights on why these groups were underrepresented.
National Trade Corridors
  • The recipients under the various funding programs under this Program are Provinces/Territories/Municipalities, Indigenous organizations, private and public sector companies and academia. As these are not individuals, and applicants are selected on the degree to which their projects will benefit Canada's transportation network (which ultimately benefits all Canadians irrespective of race, gender or sexual orientation), micro-data on individual recipients is not collected.
Transportation Infrastructure
  • With regard to managing TC’s legacy assets and activities (e.g., local/regional and remote airports, local ports, ferry services), TC does not collect socio-demographic data on users that would allow for monitoring differential impacts on clients of differing genders/other intersecting identities. Activities are not expected to negatively impact Canadians based on gender or relative vulnerability. TC facilities and ferry vessels must comply with relevant regulatory and other requirements, including through the provision of separate gendered washrooms and accessible washrooms. More broadly, the operation of these assets play an important role in terms of supporting local economic development, including tourism, as well as responding to social needs and serving local populations.
Internal Services
  • Legislative and Oversight Modernization: All legislative initiatives led by the Legislative Modernization group undergo a detailed GBA+ assessment as per requirements set out by the Cabinet Directive on Law-Making and other Government of Canada guidance. While the Legislative Modernization group does not collect data directly related to GBA+, it will continue to work with programs to integrate a gender-diversity and intersectional approach to the development of legislation, including amendments to support oversight modernization.
  • Audit and Evaluation: In the year ahead, Transport Canada’s Internal Audit and Evaluation will continue to apply Gender Based Analysis Plus (GBA+) in their risk-based project planning. Audit work will assess if the Department’s governance, internal controls and risk management have considered GBA+ and evaluation work will focus on whether Transport Canada programs may contribute to gender equity results. For example, in the year ahead, the audit and evaluation team will conduct work on diversity and inclusiveness within the organization and evaluation will provide GBA+ advice on performance measurement frameworks in Memoranda to Cabinet and Treasury Board submissions and ongoing program, policy and service development and implementation.
  • Service Innovation: the Service Innovation Directorate recognizes the importance of GBA+ considerations, particularly in service design.
    • As part of service management efforts, the Directorate is standing up a Centre of Expertise for Human Centred Design (CoE for HCD) to support programs in doing inclusive design, to ensure that solutions consider accessibility, inclusion, diversity, and equity.
    • The Directorate is also defining a Service Design Team (SDT) within its organizational structure. The proposed SDT will take a hands-on approach in the development of services and incorporate inclusive design principles and methodologies in the development of services.
    • While the Directorate does not collect detailed data related to GBA+ or report on GBA+ on behalf of any program in the Program Inventory, the CoE for HCD and the SDT will support programs in defining the right metrics to monitor and in embedding those metrics in inclusive service design. The Directorate also maintains a service inventory which tracks whether GBA+ assessments have been performed or not for programs who deliver external services to Canadians and businesses.
  • Communications: The TC Communications Group ensures that communications materials depict the diverse nature of Canadians in a fair, representative and inclusive manner, including a balance of gender and ethnicity.
    • When producing graphics and videos depicting people, our designers and videographers ensure a balance of using different genders (often in non-traditional roles) as well as various ethnicities and Canadians with disabilities. Other graphics feature gender-neutral images. This includes visuals that support the department’s various communications initiatives for use on social media, web, in ad campaigns and more, resulting in communications that are targeted, yet inclusive of all Canadians. When conducting contracted Public Opinion Research, GBA+ is considered in developing the target groups and sample size for research studies.
    • Adhere to the Standard on Web Accessibility and provide published information on request that is equal for a diverse audience and those with disabilities.
    • All communications content is accessible to all and available in both official languages. Compliance with GC Web Standards ensures that this is integrated into our processes.
  • Cost Recovery: TC is updating its fees so that those who benefit from TC services pay a greater portion of the costs, rather than all Canadians. Since 2019, stakeholder mapping sessions for eight different business lines identified stakeholders that were impacted and interested in the updated fees. During these session, GBA+ aspects were considered to ensure that underrepresented groups in the transportation sector are not adversely impacted by the fee changes. These considerations are taken into account when proposing new fees for TC services. The COVID-19 pandemic has significantly impacted some TC stakeholders more than others. As result, public consultations for some business lines were delayed. TC is gauging economic recovery of industries and stakeholders most affected by the pandemic before pursuing fee modernization in these sectors.
  • Human Resources: In 2020 TC conducted a comprehensive GBA+ of the Aircraft Operations-Civil Aviation Inspector (AO-CAI), Technical Inspection (TI), and Engineering (EN-ENG) occupational groups called “Assessing Barriers to Inclusion in Transport Canada’s Inspectorate in 2020”. This GBA+ started out with a focus just on hiring and recruitment of AO-CAI, TI and ENGs, however as the interviews progressed it was quickly evident that this was a unique opportunity to expose previously unseen issues through a gender, racial, indigenous and ableism lens. Such as: the impact of traditional inspector role; career growth; gendered language; organizational culture; pregnancy and maternity leave; technical training material; interactions with industry; Personal Protective Equipment (PPE); and inspector clothing. Analysis included research, a study of Statement of Merit Criteria Posters (SOMC), a survey of HR staffing advisors, and interviews with 39 employees in the AO-CAI, TI and ENG groups who self-identify as women, people of colour, indigenous and persons with disabilities. The department hopes to use lessons learned from this project to inform future work related to hiring and recruitment.