The House resumed from November 19 consideration of the motion that Bill , be read the second time and referred to a committee.
:
Mr. Speaker, I am pleased to rise to debate Bill , which was previously Bill .
First, I would like to give a few statistics to support my argument. Clearly, this bill has a number of objectives, in particular that of improving safety when oil is shipped by water. That is an objective that interests us on this side of the House.
I think that this issue is particularly relevant and urgent given that tanker traffic tripled in Canada between 2005 and 2010, particularly on the west coast. The issue is extremely relevant since that traffic is expected to increase by 300% by 2016, and with all the pipeline expansion projects now on the table, the delivery of crude oil will increase from 300,000 to 700,000 barrels a day.
The bill makes only relatively minor amendments and improvements, but given how urgent and important this situation is, we will support the bill at second reading. There is no guarantee, however, that we will support it at third reading. The essential work will be done in committee.
One of the reasons why we are supporting the bill is this. Despite the figures I just mentioned, the government has reduced the funding for or eliminated a number of organizations that play a vital role in monitoring and quickly responding to oil spills or other marine disasters of this sort. For example, the government has cut funding for various marine communications and traffic services centres and for environmental emergency response centres.
The bill amends five laws. I think that we can all agree on the amendments. The first part of the bill, which amends the Aviation Industry Indemnity Act, provides for the compensation of airlines for loss, damage or liability caused by war risks.
Part 2 amends the Aeronautics Act to provide certain persons with powers to investigate aviation accidents or incidents, whether civilian or military. This will have to be clarified to determine the role of the armed forces, for example. Will they investigate an air disaster or catastrophe, an accident or incident, if it involves both civilian and military aircraft? The involvement of the armed forces in an investigation of such an incident will have to be closely examined in relation to the responsibility of the Transportation Safety Board.
Part 3 amends the Canada Marine Act. It amends the effective day of the appointment of a director of a port authority. This is a relatively minor amendment because the purpose of this part of the act is simply to amend the effective day based on the date of notice from a municipality or a government.
Parts 4 and 5 are much more important in terms of scope and consequences.
Part 4 amends the Marine Liability Act to implement the International Convention on Liability and Compensation for Damage in Connection with the Carriage of Hazardous and Noxious Substances by Sea, 2010. The convention itself provides that the owner of a ship shall be liable for the costs and expenses incurred by the Department of Fisheries and Oceans, by a response organization, or by any other person, in Canada or in a state that is a party to the convention, in respect of measures taken to prevent, repair, remedy or minimize damage caused by hazardous and noxious substances.
This is an absolutely fundamental issue, particularly having regard to the funding cuts, cutbacks and reductions that have been imposed by the Conservative government. We are talking about organizations based on both the west and east coasts.
One of these organizations that is directly affected is in the riding that I represent, Rimouski-Neigette—Témiscouata—Les Basques. This centre has been directly affected by the proposed closure of the search and rescue centre based in Quebec City, whose function, as its name indicates, is to carry out marine search and rescue operations, particularly in the St. Lawrence River up to the gulf and estuary. This centre remains open, but we cannot say that is thanks to the Conservative government. In fact, in order to save $1 million, according to the , the government wanted to close this centre which serves a vital function. It was opened in the 1970s as a direct response to criticism from the Commissioner of Official Languages. The needs of the communities on the northern and southern shores of the St. Lawrence, as well as of francophone users of the river, were not being met. I should point out that the government wanted to eliminate this centre and transfer its operations to Halifax and Trenton.
In a very recent report, the Commissioner of Official Languages found that closing this centre would result in the reduction and virtual elimination of appropriate search and rescue services in French. This has also been confirmed by the Canadian Coast Guard. It has been clearly demonstrated that the Halifax and Trenton centres are not equipped to provide these services. Not only is there the language issue, but there is also another extremely important issue: knowledge of the banks. This issue particularly affects the Quebec City centre, the Newfoundland and Labrador centre, and the west coast centres.
I would like the government to examine its conscience with regard to the bill we are now discussing, and also with regard to its responsibilities and actions in the area of marine transport safety.
Part 4 deals with the liability of ship owners who could be held liable for spills of oil or other hazardous substances. Another factor will be extremely critical, given the tragedy in Lac-Mégantic we witnessed not so long ago. In the case of rail transportation, the liability rests with the owner of the railway and the trains. In the recent Lac-Mégantic case, the insurance seems to be clearly inadequate in relation to the damage caused.
These recent cases involving rail transportation should serve as an example to us in marine transportation. I fervently hope that the transport committee or the appropriate committee will study this matter very seriously.
Finally, part 5 amends the Canada Shipping Act, 2001. Actually, it requires companies to notify the minister of their operations and to submit plans to the minister in order for operations to be conducted. Once again, the matter is one of prevention. The points we are discussing here are extremely complex. I want to make sure that the committee studying this bill does so diligently in order that safety and prevention needs are met.
We in the NDP have done our job. We have proposed various measures to expand the mandate of the bill and the scope of the amendments proposed by the government. We want to make sure that the bill on which we will be asked to vote will fully and completely protect the environment in which this shipping will occur. We must protect the coastal communities that lie close to the areas where ships already sail and where even more ships transporting hazardous materials, such as oil, will be sailing. Oil tanker traffic is going to increase considerably in the coming years, and the government must do its job and take this matter seriously.
I invite the government to give this extremely complex bill serious study and, in due course, to include in it the items that we have proposed so that it properly meets the country's future needs.
:
Mr. Speaker, today I am pleased to speak to Bill .
I will start with some background. This is the former Bill . Unfortunately, it died on the order paper when the government made the wonderful decision to prorogue Parliament. When the bill was introduced, the official opposition's natural resources critic, the member for , wrote to the . I would like to begin by reading some excerpts from his letter.
I should say that I have been an MP for just over 30 months now and I sometimes feel disillusioned because I feel that the opposition and the governing party are really not listening to each other. We have come up with good solutions. We are ready to give credit to the government where credit is due, but in our democracy, a majority government could not care less about what we say. That is why I think it is important to mention that my colleague from went to the trouble of writing to the minister on April 5, 2013. He prefaced his letter by stating that he was writing on behalf of the official opposition.
In the second paragraph of his letter, my colleague pointed out that Bill had a few good things going for it. He added that the piloting experience required and increased oversight were a step in the right direction, but he noted that there was still a long way to go to make up for the draconian cuts that had been made to oil tanker safety in the previous federal budget.
He started by saying that we supported the bill in principle. In fact, we asked the government to send the bill to committee before second reading in order to address some of our concerns.
For example, my colleague wrote in his letter that, under Bill , authorities would report directly to the Minister of Transport in the event of an accident. The bill also limits liability. That said, accident prevention is barely mentioned. He said that he was certain that the minister understood why British Columbia residents were not satisfied with a simple response plan in the event of an oil spill off the west coast. This is not a trivial matter. They want to ensure that action will be taken.
He closed his letter by saying that we hoped the Conservative government would choose to cancel its decision to cut safety measures and that it would broaden the scope of Bill .
We actually said that Bill was a good bill, but that we wanted to broaden its scope a bit. In response, we received a self-congratulatory three-page letter from the .
[English]
It said thanks for taking the time to write to me on Bill C-57, the safeguarding Canada's seas and skies act. I am glad that you recognize the positive aspects of this legislation. Blah, blah, blah.
[Translation]
In those three pages, the government boasted about being good for Canadians. It is rather incredible.
As the official opposition, the NDP did attempt to kickstart the dialogue that unfortunately has broken down in Ottawa. The NDP wanted to work with the government to do more, to better serve Canadians and to better respond to the concerns of people living in coastal areas. Unfortunately, the government was not the slightest bit interested in our proposals. It told us that it did not have to do what we wanted.
I would like to say that in the three-page letter written by the then minister of transport, he never mentioned that our proposals had some potential. He did not apologize for not allowing us to study it in committee; he did not even acknowledge that that was the purpose of the letter. It was so arrogant on his part. It is unfortunate.
Now the bill has returned under another name: Bill . As my colleague mentioned, this bill will amend five acts.
Part 1 enacts the Aviation Industry Indemnity Act, which authorizes the Minister of Transport to undertake to indemnify certain airlines for loss, damage or liability caused by events that are commonly referred to in the insurance industry as war risks.
This creates a system under which the government covers the costs of damage in the event of unlawful attacks such as rebellion, hijacking or armed conflict. It is about keeping important air services in operation in Canada in the event of a crisis.
We are seeking clarification on some small points. The government is so afraid of what it is proposing that it is not ready to go to committee to answer our questions. I find that annoying.
Part 2 amends the Aeronautics Act to provide certain persons with powers to investigate aviation accidents or incidents involving civilians and aircraft or aeronautical installations operated by or on behalf of the Department of National Defence, the Canadian Forces or a visiting force.
We want in-depth consultation on this part with expert witnesses, in particular in terms of the discretionary powers of ministers.
As hon. members are aware, Conservative ministers have been giving themselves a lot of discretionary powers for the past two and a half years. We would like to have a little more information about this.
We would also like to go deeper into the matter of public disclosure of the results of investigations. We are all in favour of transparency.
Part 3 amends the Canada Marine Act in relation to the effective day of the appointment of a director of a port authority. There is no problem with that.
Part 4 amends the Marine Liability Act to implement the International Convention on Liability and Compensation for Damage in Connection with the Carriage of Hazardous and Noxious Substances by Sea, 2010.
I will quote what that 2010 international convention added:
The Convention covers the following damage resulting from the carriage of [hazardous and noxious substances] by sea: loss of life or personal injury on board or outside the ship carrying HNS; loss of, or damage to, property outside the ship; loss or damage caused by contamination of the environment; and costs of preventive measures taken by any person after an incident has occurred to prevent or mitigate damage.
Part 5 amends the Canada Shipping Act, 2001, to introduce new requirements for the operators of oil handling facilities.
On the whole, this is good, including the requirement to notify the minister of their operations and to submit plans to the minister. I live in hope that the minister will notify Canadians as soon as he is notified.
Part 5 introduces a few points, including a new requirement whereby the operators of oil handling facilities must submit to the minister a response plan, civil and criminal liability for response organizations engaged in response operations, the application of new measures and monetary sanctions, with new investigative powers for Transport Canada investigators.
I see I am almost out of time. Those are the five pieces of legislation that will be affected by this bill. As I said, that is not bad. Overall, I agree with the bill. I would have liked it to go a little further. This is a common problem with our Conservative friends. Basically, I would have liked it to go to committee, but we will have to wait for third reading.
We will be voting in favour of this bill at second reading. That does not mean we will be supporting it at third reading. We will wait and see what the experts have to say.
I wanted to talk a little bit about what this will involve, but I will go directly to what we want to see in this bill.
We came up with about 10 ideas of what we want to be included. Among them, we would like the cancellation of plans to reduce Coast Guard services and close stations, including the Coast Guard station in Kitsilano. We would also like the cancellation of cuts to marine communications and traffic services, including the maritime traffic control communications terminals in Vancouver and St. John's.
The government must cancel the closure of the British Columbia regional office.
I will not have enough time to name all of them. We had about 10 good recommendations. I imagine my colleagues who sit on that committee could list them. It is important that we take the time to do a proper study. I would have liked to refer this to committee before second reading, but since this is where we are, I would be happy to answer questions from my colleagues.
:
Mr. Speaker, I would like to thank my colleague for those two very relevant questions.
I often look to Norway and Greenland for inspiration. We do not necessarily need to follow in their footsteps, but our committee should look closely at the standards they have set. That way, we can weigh the pros and cons and determine whether we should move in the same direction. I hope that we can invite experts from those two countries to our committee or talk to them via video conference, so that we can ask them some questions.
As for his second question, concerning the transportation of dangerous goods, we unfortunately saw what happened in Lac-Mégantic. Today, the minister made an announcement, and the government is using this tragedy to score political points. It is quite appalling, but that is what we must contend with.
I get the impression that we are not concerned enough about the transportation of dangerous goods in this country, even though I know the transport committee will be studying it. Transportation of dangerous goods by land, sea or air must be taken seriously. It does not make sense that there is no law telling companies what to do.
Under this bill, oil carriers will have to submit plans to the transport minister, but is that enough?
It seems as though the price tag for Lac-Mégantic will be quite high, and the company is not even able to pay for the damage it caused. Is that normal? Must the government always pay? We are talking about saving taxpayers' money. Should that company have had the money needed to cover the costs associated with that disaster?
Those are all good questions that need to be answered in committee.
:
Mr. Speaker, I am very pleased to speak to this bill, especially since transportation safety affects the residents of a great deal.
In my constituency, trains carry hazardous materials into the heart of Montreal. My constituency also has refineries and petrochemical industries. It is therefore very important for the residents of to know that they are safe and that they can count on their government to put the strictest measures and the tightest regulations in place so that disasters such as the one in Lac-Mégantic, or the oil spill in the Gulf of Mexico, do not happen again.
Today, during question period, two of my colleagues asked questions about a spill in Athabaska. I therefore feel that the debate we are having today is very important, so that Canadians can feel safe. Serious accidents are happening more and more frequently. People have unfortunately lost loved ones. I think it is extremely important for Canadians watching these debates on television to be able to say that they can finally count on the government and on Parliament to keep them safe in their homes.
That brings me to my second point. As I said, the NDP is going to support this bill because it is a step in the right direction. The bill contains a number of positive features, such as the requirements for piloting and for surveillance. We might also mention the increased safety of oil tankers and especially the toughening of reviews, inspections and aerial surveillance. Unfortunately, this small step in the right direction will hardly improve safety at all. It is also very weak in light of the dangers that have resulted from all the cuts that the Conservatives have announced in their budgets since their majority government came to power in 2011. Yes, it is a step in the right direction, but we are faced with years of neglect in transportation safety by sea, by rail or by road. We are dealing with years of lack of regulation, of deregulation, and of neglect. This is a political choice and I find it very regrettable that the Conservatives are using Canadians' fear as a political lever. Saving money on the backs of Canadians and at the cost of their safety is no way to govern.
As I said in my speech earlier today on supervised injection sites, we are talking about public safety. If we can save just one life, there is no reason not to adopt the strictest and most important regulations. I think it is absolutely ridiculous. We have no words for how horrible this is. It is also unfortunate to see that the Conservatives have decided to close the Quebec City search and rescue centre, which will put many lives at risk. Because of the budget cuts to British Columbia's oil spill response centre and to the Kitsilano Coast Guard station, in British Columbia, the measures in Bill will unfortunately not keep Canadians safer.
For instance, the response time will be longer. If we look at the east coast, the Quebec City centre is the only bilingual centre, so francophones might not be able to receive service in French anymore when they call for help.
We support this bill, so you might wonder why my speech today points out the negative aspects. As I said, it is because this bill seeks to correct mistakes after years of neglect. However, to add insult to injury, this bill does not even include the best regulations and standards for Canadians.
For example, in my introduction, I drew a parallel with railway safety. Many derailments have unfortunately made headlines in recent years. The Lac-Mégantic tragedy is sort of the pinnacle of this neglect. Now the players are starting to wake up. The decides to go to Lac Mégantic and the makes announcements.
Why then do the Conservatives not want to work with us to avoid this type of tragedy in the future and to avoid losing any more friends, to ensure no more Canadians are lost and no more spills harm our environment?
The Conservatives passed this bill somewhat hastily because Canadians are increasingly objecting to their projects, such as the northern gateway pipeline, for example.
The government is dismantling all environmental regulations. While the bill is a step in the right direction, it is a very minuscule step, unfortunately. It will barely address the Conservatives' neglect and the millions in cuts they have made to our safety. I previously mentioned the search and rescue centres as well as the emergency response centres.
I have risen several times today to implore my colleagues to ensure that the safety of Canadians will not be set aside and that the savings sought by the government will not be realized at the expense or to the detriment of our constituents—of Quebeckers and Canadians.
The role of government is not only to provide services, but also to ensure that people feel safe in their homes. They must feel safe when they drive their car and cross a railroad track. They also need to know that their environment and their health are safe.
The NDP has repeatedly proposed a very important principle, the polluter-pay principle. We would like the Conservatives to consider this principle and for companies and response organizations to be required to have enough insurance to clean up their mess.
My colleague pointed out to me that the damage caused at Lac-Mégantic totaled more than $300 million and the company had only $25 million in insurance. Who will cover the rest, then? The government will. Canadians will.
It is important to remember that prevention is better than any bill or any action we could take. We must ensure that we are right here to debate and find a way of providing Canadians with the best standards and the best regulations so that they are safe at home. They must be able to rely on the fact that the government cares about their environment and their safety.