Certainly the auto industry thinks—and I might add that CVMA members have this position, but the Canadian Automotive Partnership Council, which includes parts makers, assemblers, and Ontario and Quebec parts makers, all have agreed, including Toyota and Honda—that this is not the right thing to do for Canada's auto industry.

It's been a broad-based discussion or consultation involving not just the auto industry and the assemblers, but also the parts manufacturers and labour as well.

Dr. Jim Stanford: I think it's been quite universally recognized within the industry and by all the stakeholders at CAPC that the border has become a negative on the investment decision and cost balance sheet, even for an assembler but especially for a parts maker that's going to set up in Canada and try to service a customer in the U.S. With just-in-time, your reputation with the customer you depend on for your life is going to be utterly destroyed if they ever have to shut down their assembly plant because you couldn't deliver your parts on time.

Non-visible parts - e.g. engine parts or mechanical parts - are not affected by this proposal, neither are components in new vehicles, i.e. the primary market is not affected. We are talking here about the repair market.

I am sure that the opposition members will let up on their cheering for a few minutes so that the hon. minister can give an answer (1435) Hon. Allan Rock: Mr. Speaker, next week we are holding the second meeting of the partnership council in the auto sector, including parts manufacturers, assemblers, the labour unions, the provincial and federal governments.

A narrow definition of market for secondary products, for instance, spare parts, may result when compatibility with the primary product is important.