2019-20 Gender-based analysis plus

• As per Treasury Board and other Government of Canada guidelines, 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.
• Every Regulatory Impact Assessment Statement (RIAS) has a section that outlines GBA+ impacts, and includes a GBA+ checklist. Since 2019-20, no regulatory changes to the Canadian Aviation Regulations (CARs) have identified large impacts in the RIAS supporting the amendments. Regulatory amendments to the CARs during this period were directed at air carriers/air operators/airports etc., and not a person. 
• The Fatigue Risk Management System (FRMS) regulations use the gender-neutral term “person responsible for implementing the FRMS” and guidance material avoided using ‘he’ when referring to the certificate holder’s Accountable Executive/Operations Manager/person responsible for FRMS. 
• 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.

Gender considerations were included in the Remotely Piloted Aircraft Systems (RPAS) submission to the International Transport Forum (ITF) 2020 Compendium: Innovation and Sustainability - A Gender Perspective. Some examples included:

• The RPAS industry is reflective of the gender disparity inherent in STEM (science, technology, engineering and mathematics) fields. An overwhelming proportion of RPAS engineers, manufacturers, educators, and operators are male. 
• Barriers to employment in the drone sector are similar to those for women in STEM and the air sector, including marginalization, an intimidating male-dominated environment, and a lack of female mentorship.
• TC has taken steps to address this gender disparity through the use of gender-neutral language in drone nomenclature. Canada uses the term RPAS instead of Unmanned Aircraft System (UAS) or Unmanned Aerial Vehicles (UAV).  By employing the use of gender-neutral terminology, Canada is signaling gender inclusiveness to RPAS operators and the larger industry.
• TC continues to promote broad adoption of gender-neutral terms through various international events/fora and seeks opportunities to raise awareness on the importance of inclusive language.
• TC continues to implement a deliberately inclusive safety education campaign on its RPAS regulations, designed with gender, age and ethnic diversity in mind by using neutral or inclusive imagery, text, and visuals.
• TC is planning further research on gender and drones. To better understand the extent of gender disparity in the industry, TC 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.
• TC looks to further collaborate with other federal departments, industry, stakeholders and international partners to raise awareness and address the gender disparity in the RPAS sector.  This could include ensuring the drone sector is included in efforts to address the underrepresentation of women in STEM and including RPAS into the broader discussion of increasing women’s representation in the aviation sector. 

• TC certification activities are guided by regulation and aligned with the gender and diversity statements provided in the Aviation Safety Regulatory Framework and Aviation Safety Oversight sections above.
• Note that the Aviation Safety Certification Program is being merged with the Aviation Safety Oversight Program, effective 2021-22.

• Substantially all (90 %+) of the Aircraft Services Directorate (ASD)'s services are provided to other government departments. Some service is provided to Canadian companies. 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 women, men or other groups, with no consequential impacts expected on groups based on gender or diversity. ASD will continue to monitor its programs for potential negative impacts.

• All regulatory initiatives undergo a detailed GBA+; however, these analyses do not capture data at the microdata level.

• 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), 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.
• The Marine Training Program (MTP), under the Oceans Protection Plan, aims to support the Canadian marine workforce by reducing barriers and creating opportunities for underrepresented groups, such as women, Northerners, Inuit and other Indigenous Peoples. The objective of the MTP is to provide training to underrepresented groups to help them obtain marine sector employment. The MTP is offered at the following institutions and the following achievements were noted for 2019-20:
  • Nunavut Fisheries and Marine Training Consortium (NFMTC): 17 students graduated and many students have received job offers from the Canadian Coast Guard, Seaspan and West Coast Launch Ltd.
  • Nova Scotia Community College (NSCC): 24 students completed the Small Vessel Operator Proficiency, and over 50 students are in ongoing courses.
  • British Institute of Technology (BCIT), in partnership with Camosun College: over 160 courses were delivered and several individuals were employed by the Canadian Coast Guard in the Northwest Territories.
• Due to the COVID-19 pandemic, the schools encountered challenges with delivering MTP in-person classes in March 2020.

• 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 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 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.

• 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.
• The NPP 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, the NPP 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.

• The Rail Safety Directorate does not collect information directly related to GBA+ but will consider its collection to help promote gender equality, diversity and inclusiveness in its work.

• Rail Safety’s most recent regulatory submission in Canada Gazette 1 in May 2019 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.

• The recipients under the Rail Safety Improvement Program are for the great majority Provinces/Territories/Muncipalities, 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.

• The Multimodal and Road Safety Programs directorate applies the fundamental principles of GBA+ to its multimodal functions (e.g., technical training, legislative modernization, risk analysis) and its road safety program delivery. For instance, as part of its regulatory affairs group, all departmental regulatory proposals are reviewed and associated GBA+ analyses are assessed for completeness.
• The directorate is currently evaluating its GBA+ reporting and data capacity. This evaluation will identify potential data sources and ensure the program’s existing data collection practices comply with the Treasury Board Secretariat’s Policy Directive on Sex and Gender.
• The directorate currently has one data source that may be used for GBA+ data collection and analysis: the National Collision Database (NCDB), which is available online. The NCDB includes biological sex data related to vehicle collisions involving fatalities, serious injuries and property damage. This data element (PERSON SEX – male, female, unknown, not provided) provides information to examine various characteristics of the people involved in collisions, which may be used to determine the program’s impact on gender and diversity in the context of road safety.

• As part of the evaluation indicated above, if any relevant new data sources are identified in this evaluation, they will be captured and reported by 2021 and used to analyze the program’s impact on gender and diversity in the context of road safety oversight, enforcement and compliance (motor vehicles designed and imported in Canada). Any relevant data sources will be reported by 2021.

• GBA+ is being supported and conducted for all regulatory proposals as per requirements set out by the Cabinet Directive on Regulation (CDR) published by the Treasury Board of Canada Secretariat. Transportation of Dangerous Goods (TDG) will further continue to integrate a gender- and diversity-sensitive approach to its present framework to guide the development of safety regulations.

• TDG will be integrating a gender- and diversity-sensitive approach to its oversight, further improving effectiveness and overall regime.

• TDG will be integrating a gender- and diversity-sensitive approach to its oversight, further improving effectiveness and overall regime.

• The Aviation Security Program continues to develop regulations and policies to help 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; the Aviation Security Regulatory Framework considers gender-based impacts to guide the development of security regulations.

• The Aviation Security Program will begin work with the domestic and international community to ensure oversight and reporting on the GBA+ objectives and measurements.
• The Aviation Security Program has completed a user review of the Transportation Security Information System (TSIS) to ensure that the GBA+ objectives and measurements are aligned.
• The Aviation Security Program is currently in the process of reviewing and updating the National Standard Operating Procedures (NSOPs) with a GBA+ lens. This review will ensure inspection data sets will be acquired with an understanding and appreciation for GBA + objectives.
• The Passenger Protect Program under Aviation Security has performed a GBA + analysis to ensure gender identifiers meet the standards of the GBA+ objectives and measurements.
• Air Cargo Security is reviewing its stakeholder correspondence letters to ensure that all gender identifiers are in compliance with GBA+.
• Aviation Security is collaborating with TC’s Multimodal Integrated Technical Training specialists to review the materials during all phases to adhere to GBA+ standards.
• In terms of aviation security oversight with the international community, Aviation Security has been working with TC’s GBA+ Champion with the development of assessment scenarios to help train and equip staff with assessing GBA+ considerations and implications.

• 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.

• 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.

• ISSRF has conducted a GBA+ of the Transportation of Dangerous Goods by Rail Security Regulations and for the proposed 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.

• Currently, program-level GBA+ impacts are not available. However, the Program will endeavour to work with rail security partners to examine GBA+ objectives/initiatives.

• 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.

• 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. 

• A GBA+ for the Northern Transportation Adaptation Initiative (NTAI) identified potential positive outcomes for women resulting from the delivery of this initiative given its focus on research involving collaboration among academia, industry and governments, and across scientific, engineering and policy communities. Although women are underrepresented in occupational categories involved in northern transportation adaptation (e.g. civil engineering and geoscience), they tend to be well-represented in collaborative and multidisciplinary research.
• The NTAI’s capacity-building objectives also underscore the need to help grow the next generation of researchers. In 2019-20, NTAI sponsored 13 youth, 11 of whom were women, to participate in four events to develop knowledge and networks related to northern adaptation.

• 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.

• 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.

• 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 Indigenous Relations Directorate recognizes the importance of GBA+ considerations in its consultation and engagement approaches and day-to-day work. When undertaking consultation and engagement activities, the Directorate encourages 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+.
• The Indigenous Relations Directorate does not currently collect data related to GBA+ or report on GBA+ for any particular program in the Program Inventory.

• Air Policy conducts GBA+ for its policy and regulatory development. Based on this analysis, it is the group’s position that the policies and regulations developed in this section have no differential impacts on men and women, and therefore equal impacts on potential opportunities for different groups in society.
• In 2019-20, 6 of 17 Ministerial appointees were women. Starting in winter 2020, TC had begun asking all Ministerial position candidates to self-identify by gender and other demographic characteristics in order to better calibrate outreach and promotion activities (note: while a majority of Transport Portfolio positions are Governor in Council appointments, these are tracked and reported across government as a single program led by the Privy Council Office).
• International Marine Policy is working with multilateral organizations such as Asia-Pacific Economic Cooperation and the Women’s International Shipping and Trading Association to build capacity to engage in evidence-based policy work in the area of gender equality in maritime transport by gaining insight into potential ways to address barriers and policy gaps from around the world.
• Surface Transportation Policy has conducted GBA+ on a variety of policy initiatives, including the Government of Canada’s response to Greyhound’s 2018 bus service reductions in Western Canada and Northern Ontario, and the High Frequency Rail (HFR) proposal. In both cases, it was found that the initiatives could have disproportionately positive impacts on several population groups, such as seniors, students, lower income individuals, those without a personal vehicle, those living in rural/remote areas, Indigenous Peoples and individuals with reduced mobility, that rely on publicly available transportation options for intercity travel within the serviced areas. The GBA+ also revealed some important factors to consider in developing these policy initiatives, notably service affordability. Also, a recent project considered the relationship between shortline railways and surrounding communities through an intersectional lens, considering rural/remote, and Indigenous communities; as well as employment in these communities. TC continues to factor GBA+ considerations into its policy development efforts and ongoing stakeholder engagement.

• 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.

• 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.

• 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 men’s and women’s 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.

• 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. In 2019-20, stakeholder mapping sessions for six 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.