An Act to amend the Canada Shipping Act, 2001 (derelict vessels and wreck)

This bill was last introduced in the 41st Parliament, 2nd Session, which ended in August 2015.

This bill was previously introduced in the 41st Parliament, 1st Session.

Sponsor

Jean Crowder  NDP

Introduced as a private member’s bill. (These don’t often become law.)

Status

Outside the Order of Precedence (a private member's bill that hasn't yet won the draw that determines which private member's bills can be debated), as of June 16, 2011
(This bill did not become law.)

Summary

This is from the published bill. The Library of Parliament often publishes better independent summaries.

This enactment amends the Canada Shipping Act, 2001 to strengthen the requirements relating to derelict vessels and wreck by ensuring that regulations are made to establish measures to be taken for their removal, disposition or destruction. It provides that the Canadian Coast Guard shall be designated as a receiver of wreck for the purposes of Part 7 of the Act, and requires receivers of wreck to take reasonable steps to determine and locate the owners of the wreck.

Elsewhere

All sorts of information on this bill is available at LEGISinfo, an excellent resource from the Library of Parliament. You can also read the full text of the bill.

Motions in amendmentWrecked, Abandoned or Hazardous Vessels ActGovernment Orders

June 19th, 2018 / 12:55 p.m.
See context

NDP

Alistair MacGregor NDP Cowichan—Malahat—Langford, BC

Mr. Speaker, it is a great honour for me to partake in today's debate, especially since I am speaking here today as a proud coastal member of Parliament who comes from a neck of the woods just south of the riding of the member for Nanaimo—Ladysmith. My riding, Cowichan—Malahat—Langford, and my colleague's riding together formed what was known as the riding of Nanaimo—Cowichan.

This is a problem that coastal people have been dealing with for far too long, no matter what part of Canada they live in. Abandoned vessels not only pose threats to our environment, and in some cases threats to navigation, but they are an eyesore. They cause real harm to communities that are trying to build up an image of a sustainable community, a place tourists would want to visit.

I spent seven years working as a constituency assistant to former member of Parliament Jean Crowder in the riding of Nanaimo—Cowichan. As a constituency assistant, I was often on the phone with constituents who were outraged at the runaround they were getting and the jurisdictional finger pointing. They had gone to the municipality and to the regional district. They had gone to the port authority, to the province, and to the federal government. Every one of those agencies basically pointed at someone else, saying, “It's not our problem.” All those calls and the many years of problems building up prompted Jean Crowder to take action, and I will get to that in a moment.

I want to go over a bit of the history of how my particular community has experienced this problem. Right in the heart of my riding is lovely Cowichan Bay. I hope some members in the House get a chance to visit Cowichan Bay. It is a quaint, ideal little place on the coast. It has a great history of being a big industrial area that transformed itself into this great little community, which tourists come to every year by the droves.

We have had our ordeals with abandoned vessels. I will go back to the Dominion. The Dominion was a large Japanese fish-processing ship, which was towed to Cowichan Bay in 2007. The new owner of the vessel thought that he could buy it as an investment, sell it a few years later, and make a quick buck off it. Unfortunately, the Dominion stayed in Cowichan Bay from 2007 until 2013. It was filled with a variety of hazardous substances. It was subject to vandalism. There was the constant danger, whether from high tide or strong storms, of that gigantic ship coming loose off its mooring and plowing into other ships.

We had the SS Beaver, which was in such dilapidated condition that it sank in 2014. It still rests at the bottom of Cowichan Bay.

As a result of the lack of action, last year six derelict vessels were removed by the combined efforts of private companies. These companies were sick and tired of no government authority taking responsibility or having the resources to remove them. I want to recognize Western Forest Products, Western Stevedoring, and Pacific Industrial & Marine for taking on that initiative as responsible corporate citizens of the area. It affects their livelihoods, too, and they had the means to get it done. However, it should not have come to that.

I also want to give great recognition to Lori Iannidinardo. She serves as the area director for Cowichan Bay in the Cowichan Valley Regional District. A lot of individuals have been involved in this fight over the years, but as the area director, she has had the unique position locally of bringing so many stakeholders together, along with public and community forums, and pushing for action. Lori and Jean worked together hand in glove to try to address this problem.

Now let me turn to the efforts of Jean Crowder in the 41st Parliament. She introduced Bill C-231 in 2011. She saw a way to improve her bill, and it ultimately turned into Bill C-638, which had its opportunity for debate and a vote at second reading at the tail end of the 41st Parliament.

I will note that the Liberal Party at that time voted in favour of this bill, and among those members, there was the Prime Minister, the Minister of Transport, the Minister of Fisheries and Oceans, and others. In fact, there are various ministers, parliamentary secretaries, and chairs of standing committees in the House today who back then supported this bill. We are happy to see Bill C-64 moving ahead, but as the member for Nanaimo—Ladysmith has so clearly laid out, there are a lot of gaps that her private member's bill certainly could have filled.

I am happy to say that after years of advocacy, New Democrats and the coastal communities have really informed our work, and all that work is finally paying off. We are very proud that the action to clean up our coasts and waterways from abandoned vessels are finally under way.

I will now turn to the 42nd Parliament, the one we are in now, and the efforts of the member for Nanaimo—Ladysmith. The first version of her Bill C-219 very much built on Bill C-638, which was introduced in the previous Parliament. However, after a lot of consultation with different coastal organizations and coastal communities, she really took their feedback, which is evidence-based decision-making and evidence-informed policy-making. She incorporated their suggestions, because these are the people who are on the front lines, and introduced Bill C-352.

One of the greatest privileges we have in this place as private members is our ability to bring forward legislation on behalf of our communities. What is really unfortunate about last year is that the Liberals denied her the ability through the procedure and House affairs committee, and then the secret ballot that we had here in the House of Commons, to effectively advocate on behalf of her constituents and various coastal organizations in this place. We know it was the Liberals, because that is where the majority of the votes are coming from, who denied her the ability to at least bring this bill forward for debate and a vote. They deemed it to be non-votable, and argued that Bill C-64 covered all the conditions. In fact, we can see that her bill was actually filling in the gaps that are very apparent in Bill C-64.

However, New Democrats do not give up when they face set backs, and so the member for Nanaimo—Ladysmith tried to work at committee. She brought forward a series of amendments to Bill C-64 to actually strengthen the bill and make it reflect the conversations that she had had. We wanted to implement a vessel turn-in program, create a dedicated fee to help the cost of vessel disposal, and we wanted to formalize the Coast Guard's role. The Coast Guard's main role is to guard our coast, but I would argue it is not only to guard against smugglers but also to make sure that our coastal environment is safe, sound, and environmentally secure. She tried to make sure that we could copy Washington state's model, because we do not need to reinvent the wheel. We have many other jurisdictions, one right in Washington state, and we could basically borrow the best elements from its program and transpose them here in Canada. She also wanted to try and give the receiver of wrecks the responsibility and accountability to determine the owner.

Every single one of those amendments was defeated by the Liberals in spite of all of the testimony that we had heard at committee. That is the real shame of this. The Liberals in the previous Parliament were fine to go along with the provisions that were included in this bill, but once they got into government, and flying in the face of the evidence they heard, they refused to go ahead with that.

The bill from the member for Nanaimo—Ladysmith was endorsed by the Union of B.C. Municipalities, the Association of Vancouver Island Coastal Communities, the City of Victoria, the City of Nanaimo, the Town of Ladysmith, over 20 more local governments, the Nanaimo Chamber of Commerce, Vancouver District Labour Council, and the BC Ferry & Marine Workers' Union. These are organizations and local governments that deal with this problem and confront it on a daily basis. To have those kinds of endorsements behind the member for Nanaimo—Ladysmith really speaks to her perseverance, and it is sincerely unfortunate that the government did not allow those.

I will conclude by saying that we are not going to throw the baby out with the bathwater. We will support Bill C-64, but I hope the government will at least listen to us and accept our amendment at report stage so that we can at least have some accountability for federally owned vessels, because that is a major loophole that exists.

Abandoned VesselsPrivate Members' Business

June 6th, 2016 / 11:20 a.m.
See context

Conservative

Mark Strahl Conservative Chilliwack—Hope, BC

Mr. Speaker, as I said previously, I would like to thank the member for South Shore—St. Margarets for bringing forward this motion.

I am pleased to rise today as the official opposition critic for fisheries, oceans, and the Canadian Coast Guard to speak in favour of Motion No. 40. I will be voting in favour of it, and I will be encouraging my colleagues in the official opposition to do the same.

Motion No. 40 proposes that the government explore legislative options prohibiting the abandonment of a vessel, suggests an educational component on responsible vessel ownership, recommends improving vessel registration, and calls upon the government to assist in the removal of abandoned vessels where its presence creates an economic burden for a community.

I know that my colleague, the member for North Okanagan—Shuswap and the deputy critic for fisheries, oceans and the Canadian Coast Guard for the official opposition, will be sharing some compelling examples of that in his speech later on in this debate.

Vessels that are abandoned by their owners pose a serious challenge to Canada's coastal communities. Abandoned vessels can pose an imminent risk of environmental damage and can interfere in navigation. Ships left to drift or rot can cause long-term environmental damage, endanger other craft on the water, and create a general eyesore.

We know that derelict vessels are a major irritant and concern for municipalities and port authorities across the country, as they do not fall under local bylaws and local authorities often lack the financial means to deal with these abandoned vessels. That is certainly true for smaller communities.

Currently, vessels are removed by the Canadian Coast Guard or Transport Canada only if there is an imminent risk of environmental damage or if they are obstructing navigation.

Back in 2012, a Transport Canada study on the issue of abandoned and derelict vessels in Canada drew a number of conclusions. It was estimated that there were 397 abandoned and derelict vessels in Canada. The removal of these vessels could range from $1,500 to $3,000 for small vessels to hundreds of thousands of dollars for large vessels. We certainly heard from the member for South Shore—St. Margarets that some stretch into the millions.

Abandoned and derelict vessels are an issue being addressed by a growing number of municipalities and private shoreline property owners, and their removal is costly and requires significant technical resources. It is challenging or impossible to identify owners of such vessels, and consequently municipal governments or property owners may have to deal with the issue and pay for the removal themselves. There is also a lack of co-ordination of the type of information that is collected across the country, and it is not possible to do a cost estimate for the removal of all known abandoned and derelict vessels.

The report recommended that an interjurisdictional working group be formed to address the issue and to provide recommendations on identified issues, including creating definitions of the terms “abandoned vessel” and “derelict vessel”; developing relevant legislative and regulatory tools and a gap analysis to identify all responsible federal, provincial, and municipal authorities; highlighting methods used to identify owners; identifying potential sources of funding to remove abandoned and derelict vessels, including short-term and long-term options; creating a central inventory; developing training, communication, and awareness material; and facilitating the sharing of information in relation to the removal of abandoned and derelict vessels.

For these reasons, the former member of Parliament for West Vancouver—Sunshine Coast—Sea to Sky Country, John Weston, introduced a private members bill in the last parliament to address a number of the issues related to derelict and abandoned vessel. Bill C-695, An Act to amend the Canada Shipping Act, 2001 (prohibition against abandonment of vessel), would have amended provisions in part 2 of the Canada Shipping Act in order to prohibit the abandonment of a vessel. Clause 1 would have added the definition of “deemed abandoned” in section 210, describing when a vessel is considered abandoned. Clause 3 would have added the offence of abandonment of a vessel, liable on summary conviction to a fine of not more than $100,000 or imprisonment for a term of not more than one year, or both.

Bill C-695 recognized that boat owners needed to be held accountable for their own vessels, just as this motion “recognizes the requirement for the prohibition against the abandonment of a vessel”.

In the last election, as part of our platform, the Conservative Party promised to support the provisions of Bill C-695. We also proposed to set aside $1 million per year, beginning in 2016-17, to cover one-third of the cost of removing priority derelict vessels.

Over the years, a number of proposals were brought before the House that would take a different path. Two nearly identical bills, Bill C-231 and Bill C-638, would have shifted the burden from vessel owners to Canadian taxpayers.

Clause 1 of Bill C-638 would have designated the Canadian Coast Guard as the receiver of wreck. Clause 2 proposed to change the discretionary power found in section 155(3) of the Canada Shipping Act into an obligation for the receiver of wreck to take measures in order to remove, dispose or destroy a wreck.

Clause 3 of the bill would have given the minister of transport and the minister of fisheries and oceans regulatory powers respecting appropriate measures the receivers of wreck must take or direct to be taken to remove, dispose of or destroy a wreck, as well as exemptions from the obligation to do so.

Clause 4 would have required the minister of transport to file a report every five years before each House of Parliament regarding the operation of part 7 of the act.

There are a number of concerns with an approach that would designate the Canadian Coast Guard the receiver of wreck. The Coast Guard is considered to be part of the Department of Fisheries and Oceans. It is not a separate legal entity and simply cannot be designated as a permanent receiver of wreck.

However, there is a larger issue here. Automatically making the Canadian Coast Guard the receiver of all wrecks regardless of the level of threat the wreck poses to the environment or navigation would divert the limit of resources of the Canadian Coast Guard from the current important work that it is doing. Scientific work, work to manage our fisheries, life-saving search and rescue work would all be compromised if we were to shift the responsibility of addressing abandoned vessels from shipowners to the Canadian Coast Guard.

Washington State has a program for derelict ship removal, a program that Transport Canada has studied. What was learned from that experience was that any remediation program that did not improve shipowner responsibility and accountability merely encouraged vessel owners to abandon unwanted vessels, relying on taxpayers to pay for the cost of disposal.

We must not shift the financial burden of derelict and abandoned vessels on to taxpayers. We must do more to ensure that vessel owners are held responsible for their property. We do need to take action, and this is a major issue in many communities in British Columbia and right across the country. The motion should be passed by the House so the work can continue on making our laws and regulations on derelict vessels more comprehensive and more stringent.

I look forward to the debate on this and encourage all members of the House to support the motion.

Canada Shipping ActPetitionsRoutine Proceedings

November 2nd, 2012 / 12:05 p.m.
See context

NDP

Jean Crowder NDP Nanaimo—Cowichan, BC

Mr. Speaker, I have two petitions to present. The first petition has to do with an act to amend the Canada Shipping Act.

The residents of Canada draw the attention of the House of Commons to the fact that derelict and abandoned vessels pose an environmental risk and a navigation hazard and regulations must be made to establish measures to be taken for the removal, disposition or destruction by the appropriate authority.

The petitioners call upon the House of Commons to support Bill C-231, an act to amend the Canada Shipping Act, 2001 (derelict vessels and wreck).

Canada Shipping ActPetitionsRoutine Proceedings

October 19th, 2012 / 12:05 p.m.
See context

NDP

Jean Crowder NDP Nanaimo—Cowichan, BC

Mr. Speaker, I have three petitions to present. The first is on Bill C-231, An Act to amend the Canada Shipping Act, 2001 (derelict vessels and wreck).

The petitioners are pointing out that derelict and abandoned vessels pose an environmental risk and a navigation hazard, and that regulations must be made to establish measures to be taken for their removal, disposition or destruction by the appropriate authority. The petitioners call upon the House of Commons to support Bill C-231, An Act to amend the Canada Shipping Act, 2001 (derelict vessels and wreck).

Derelict VesselsStatements By Members

October 4th, 2012 / 2:05 p.m.
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NDP

Jean Crowder NDP Nanaimo—Cowichan, BC

Mr. Speaker, derelict vessels are a concern for coastal communities around Canada. As both our commercial and recreational fleets age, this problem will only grow.

This summer there were problems in the Fraser River with the Queen of Sidney ferry, the cleanup of the MV Miner off Nova Scotia and another barge sinking in Chemainus.

There is a legislative vacuum around derelict vessels, with no one taking responsibility unless there is a hazard to navigation or imminent environmental damage.

That is why I brought forward my private member's bill on derelict vessels, Bill C-231, An Act to amend the Canada Shipping Act. The bill would ensure the creation of regulations and measures for the removal, disposition, or destruction of derelict vessels or wrecks. It would provide for the Canadian Coast Guard to be designated as a receiver of wrecks and would require it to take reasonable steps to locate the owners of a wreck.

In Canada, many different agencies and governments are responsible for navigable waters and for dealing with hazards. Therefore, it is important to clearly lay out which agency will deal with wrecks and derelicts.

Last week, the Union of B.C. Municipalities passed a motion calling for an immediate removal program to deal with derelicts. I encourage the minister to use my bill as a template to deal with this urgent matter.

Preventing Human Smugglers from Abusing Canada's Immigration System ActGovernment Orders

October 3rd, 2011 / 5:05 p.m.
See context

NDP

Jean Crowder NDP Nanaimo—Cowichan, BC

Mr. Speaker, I will begin by acknowledging the work of the member for Trinity—Spadina. In fact, when I speak to Bill C-4, An Act to amend the Immigration and Refugee Protection Act, the Balanced Refugee Reform Act and the Marine Transportation Security Act, I will quote from the speech that the member for Trinity—Spadina gave in response to this legislation.

In her summary she said:

...this bill is not designed to prevent human smuggling because we already have laws that do that. It is designed to distract the public and put the blame for the long wait list that immigrants now have to endure in order to bring their loved ones to Canada on people who are desperately trying to leave a dangerous situation.

I think that sums up very adequately the NDP opposition to the bill. We know that many potential immigrants are currently facing very long delays in having their applications considered.

I will turn to the legislative summary of Bill C-4. I will not read every aspect of the act but there are a couple of pieces I want to touch on. Under the background piece, it states:

Specifically, the bill:

creates the new category of “designated foreign national” for any member of a group which the Minister has designated as an “irregular arrival” to Canada, with the resultant creation of a mandatory detention regime; mandatory conditions on release from detention; restrictions on the issuance of refugee travel documents; and restrictions on certain immigration applications, applicable only to “designated foreign national”;

does not allow “designated foreign nationals” any right to appeal to the Refugee Appeal Division...;

amends the MTSA to increase the penalties for individuals and corporations who contravene existing laws, and creates new penalities to be imposed specifically on vessels involved in contraventions of the MTSA.

For people who are listening, the MTSA is the Marine Transportation Security Act.

I want to touch briefly on the Marine Transportation Security Act and members will see why in a minute. There are increased penalties for contravening ministerial direction. Section 16 of the MTSA provides the Minister of Transport with the discretion to direct any vessel not to enter Canada, to leave Canada or to travel to another area in Canadian waters in accordance with any instructions the minister may give regarding the route or manner of proceeding. Ministerial directions to vessels may be made where there are reasonable grounds to believe the vessel is a threat to the security of any person or thing, including any goods, vessel or marine facility.

Clause 27 of Bill C-4 would amend section 17 of the MTSA which sets out the penalties imposed on operators of vessels that contravene ministerial directions and significantly increases the maximum fines for individuals or corporations and the maximum period of incarceration for individuals. In addition, clause 27 would create a new distinction between a first contravention and subsequent contraventions imposing higher penalties for second or subsequent contraventions of ministerial discretion.

I have a reason for mentioning that particular clause of Bill C-4. On Friday, September 30, a headline in the Nanaimo Daily News read, “Derelict Ship Will Stay in Nanaimo for Six Months”. It goes on to state:

The MV Sun Sea, a derelict ship used to transport ethnic Tamil migrants to Canada, will remain tied up at the Nanaimo Shipyard for at least another six-month term.

...that has been tied up at the shipyard for almost a year, stay in Nanaimo until at least March 2012.

The rusting 193-foot ship was intercepted by federal authorities on Aug. 13, 2010, off B.C.'s coast after three months at sea.

There are a couple of pieces to this.

First, there are smugglers and, as the member for Trinity—Spadina pointed out, there is already adequate legislation in place to deal with the smugglers. Therefore, why are we using Bill C-4 to punish the refugees? These smugglers put refugees at high risk in dangerous transport. We really need a refugee system that is more able to deal with people who are in fairly desperate situations and want to come to our country.

The other piece, as we see with the MV Sun Sea, is that once these vessels arrive in Canada and become derelict, it remains to the community to attempt to deal with them. Although the Nanaimo Shipyard is monitoring the vessel daily to ensure there is no environmental danger to local waters, we now have a derelict vessel sitting in a Nanaimo Shipyard. In fact, the taxpayers are actually footing the bill for this. What we really need is meaningful legislation to deal with derelict vessels, which is a little aside to this. Once again, I call up on the government to support Bill C-231.

When it comes to people arriving by sea, other countries have tried similar laws. I have a note here that states that similar laws in Australia have met with opposition from Amnesty International, which has started a campaign to tackle the same misinformation surrounding refugees who arrive by boat. The rethink refugees campaign highlights the fact that it is legal under international law to arrive by boat and that the vast majority of those who do are in fact legitimate claimants.

We have heard the New Democrats speak in the House about the Canadian experience with the Vietnamese refugees, the boat people. We know that the Vietnamese people were accepted as refugees and became a very important part of many of our communities.

In the time I have left I will talk about a couple of other problems with the bill. In analyzing Bill C-4, one of the problems is designated claimants. The minister would be able to designate a group of refugees as an irregular arrival if he or she believes that an examination cannot be conducted in a timely manner, or if it is suspected that people are being smuggled for profit or a criminal organization or terrorist groups are involved in the smuggling. Designated claimants would then subject to all kinds of special rules. One of the concerns with that particular aspect of the bill is that it would create two classes of refugee claimants.

With regard to detention, designated claimants, including children, would be mandatorily detained on arrival or on designation. There would be no review by the Immigration and Refugee Board on their detention for a year. Release would only be possible if they are found to be a refugee, if the IRB orders their release or he minister decides that there are exceptional circumstances. However, I have a note indicating that the IRB cannot release a person if the government says that the person's identity has not been established. Even then, the IRB cannot intervene.

The concerns are that there are clear violations of the charter. The Supreme Court has already struck down mandatory detention without review on security certificates. It would imply indefinite detention on the basis of identity with no possibility of release until the minister decides that the identity is established. Arbitrary detention is also a violation of a number of international treaties.

There are a number of other clauses but I want to touch on the appeal aspect. Decisions on claims by designated persons could not be appealed to the Refugee Appeal Division. This is a discriminatory practice and risks violating provisions in the refugee convention, similar to the government's attempt to exclude nationals from designated countries from the appeal in previous legislation.

The next concern is the humanitarian compassion applications. Designated persons could not make humanitarian compassion applications or apply for temporary resident permits for five years. The concern with this particular aspect is that this would be an undue barrier for humanitarian and compassionate claims. It may be a violation of the Convention on the Rights of the Child since there would be no opportunity to consider the best interests of the child.

Another concern is the retroactive designations. The minister has been able to make retroactive designations for arrivals in Canada since March 31, 2009. For example, people on the Sun Sea, which I mentioned, could be designated. It makes no sense that someone can go back retroactively and impose that kind of penalty on people.

The New Democrats are not alone in raising concerns around this legislation. A news article in Embassy highlights a group of lawyers and others who have come together to highlight the problems with this legislation. This article in Embassy states:

The group wants to act “as a strong counter balance” to “current policy trends seeking to limit refugee rights in Canada,”... “More than ever, lawyers and academics across Canada must coordinate their efforts to protect human rights, preserve the Charter, and defend asylum seekers,”....

The article goes on to talk about the definitions around human smuggling and the fact that human smuggling has already been covered in other parts of the legislation.

I urge members of the House to vote against this bill and take a serious look at the real problems with our immigration system.

Canada Shipping Act, 2001Routine Proceedings

June 16th, 2011 / 12:20 p.m.
See context

NDP

Jean Crowder NDP Nanaimo—Cowichan, BC

moved for leave to introduce Bill C-231, An Act to amend the Canada Shipping Act, 2001 (derelict vessels and wreck).

Mr. Speaker, I want to thank the member from New Westminster—Coquitlam for seconding the bill.

In many Canadian coastal communities derelict and abandoned vessels have a negative impact on the natural aesthetics of their harbours, and some pose a threat to the local environment. While major environmental dangers from derelict and abandoned vessels are dealt with swiftly by the Canadian Coast Guard, many are left to simply rot away and leach chemicals into the surrounding environment. If an abandoned and derelict vessel is not a major environmental concern and is not posing an obstacle to navigation, there is usually no action taken.

The Minister of Transport, Infrastructure and Communities can become involved in the following situations.

Transport Canada can currently take a lead in instances where a vessel is the cause of an obstruction to navigation. However, vessels in the inter-tidal zone are rarely an obstruction to navigation.

Transport Canada has also been supportive of salvage claims made to the receiver of wrecks when questionable vessels appear ashore or in waters adjacent to communities. However, salvage claims are rarely made against derelict vessels.

Finally, Transport Canada can take the lead in making an assessment as to whether a vessel may pose a threat of pollution. However, an abandoned or derelict vessel that is deemed non-polluting is not dealt with.

Both I, in Nanaimo—Cowichan, and the member from Victoria often hear complaints about derelict vessels that are not dealt with. Hence, I have introduced Bill C-231, An Act to amend the Canada Shipping Act, 2001 (derelict vessels and wreck).

(Motions deemed adopted, bill read the first time and printed)