Bill C-48 (Historical)

Oil Tanker Moratorium Act

An Act respecting the regulation of vessels that transport crude oil or persistent oil to or from ports or marine installations located along British Columbia's north coast

This enactment enacts the Oil Tanker Moratorium Act, which prohibits oil tankers that are carrying more than 12 500 metric tons of crude oil or persistent oil as cargo from stopping, or unloading crude oil or persistent oil, at ports or marine installations located along British Columbia’s north coast from the northern tip of Vancouver Island to the Alaska border. The Act prohibits loading if it would result in the oil tanker carrying more than 12 500 metric tons of those oils as cargo.
The Act also prohibits vessels and persons from transporting crude oil or persistent oil between oil tankers and those ports or marine installations for the purpose of aiding the oil tanker to circumvent the prohibitions on oil tankers.
Finally, the Act establishes an administration and enforcement regime that includes requirements to provide information and to follow directions and that provides for penalties of up to a maximum of five million dollars.

Oil Tanker Moratorium Act

[Julie Dzerowicz, Liberal, Davenport, ON]

Mr. Speaker, I am proud to stand in the House on behalf of the residents of my riding of Davenport to support Bill C-48, the oil tanker moratorium act. The environment is very important to the residents of the riding of Davenport, so I stand to support this bill.

For anyone who does not get a chance to watch this live, I want to review very quickly what the oil tanker moratorium act would do. The act would formalize a moratorium for oil tankers off British Columbia's north coast. It would do three things. It would cover an area from the northern Alaska-B.C. border down to the point on B.C.'s mainland adjacent to the northern tip of Vancouver Island. That includes Haida Gwaii. Tanker traffic would not be allowed to go in and out of the ports in the northern part of B.C. This would apply to all ships carrying over 12,500 tonnes of crude oil or persistent oil as cargo in this area. As well, the tanker moratorium would complement the existing voluntary tanker exclusion zone, which has been in place since 1985.

If we have a voluntary moratorium, what would this tanker moratorium actually do? The act would expand the current area to include areas such as the Hecate Strait, Dixon Entrance, and Queen Charlotte Sound, off the coast of Haida Gwaii. Also, the voluntary moratorium only dealt with ships that were actually passing through the area. The bill proposes to include all the traffic that goes through the area. We are very pleased with the two changes this bill would put in place.

This is a pristine part of northern British Columbia that from time immemorial we have wanted to protect. First nation groups and community groups along the coastline have been asking governments for many years to protect it. We made the promise years ago that we would do so, and I am very pleased that today we are moving forward by pursuing this bill.

The other thing I want to mention is that the tanker moratorium act would complement the $1.5 billion comprehensive national oceans protection plan. That plan has four priority areas.

First, the Government of Canada will create a world-leading marine safety system that improves responsible shipping and protects Canada's waters. When we talk about world-leading, we mean that the system will meet or exceed the best practices in the world. This area focuses both on prevention and response measures.

Second, the government will focus on the preservation and restoration of marine ecosystems and habitats. This will be done using new tools and research as well as measures to address abandoned and derelict vessels and wrecks.

Third is building and strengthening partnerships with indigenous and coastal communities. The government is helping to build local capacity so that indigenous groups play a meaningful role in emergency response and waterway management.

The fourth part of our oceans protection plan is that the government will ensure that Canada's marine safety system is built on a stronger evidence base, supported by science and local knowledge. I am delighted that this is going into place.

I started off by saying that the environment is very important to Davenport residents. I have always told them that one of the key things we promised as we formed government was that as we looked forward to developing our economy, we wanted to do it in a sustainable way. The oceans protection plan and the oil tanker moratorium act are both part of that plan.

I will now move to my more formal remarks.

In an earlier session, there were some questions about government consultations. Indeed, there has been extensive government consultation. I want to acknowledge the leadership of the member for Vancouver Quadra, who has done such a wonderful job for years advocating for this. I know that there were a lot of consultations at that time, and I am very proud that we continue to engage in additional consultations. We made sure that we reached out to as many groups as possible. We listened and incorporated their views into the bill before us today.

I am very pleased and proud to take part in today's discussion about implementing an oil tanker moratorium on British Columbia's northern coast. I would like to take this opportunity to highlight the efforts made by the government and its partners to reach the decision to implement this moratorium. It is important to remember that with this bill, the Government of Canada would be honouring its commitments to Canadians. Formalizing this moratorium and improving marine safety were among the priorities set out in the mandate letter from the Prime Minister to the Minister of Transport.

We believe it is essential to protect the environment, a particularly sensitive environment in the case of northern B.C., while also developing a strong economy. It is just as important to note that the decision to impose this moratorium was the outcome of a vast consultation process.

Our government is committed to pursuing its objectives in the spirit of renewed collaboration. We firmly believe it is essential to maintain and enhance our relationships with provincial, territorial, and municipal governments and with indigenous groups to bring about concrete, positive change. Therefore, we undertook these consultations when the government first announced its intention to adopt a legislative framework to formalize the moratorium.

The first meetings were held in British Columbia, where the minister brought together representatives from first nations, industry, local communities, and non-governmental organizations dedicated to environmental protection.

Discussions were held across the country, including in Iqaluit, St. John's, Montreal, and Calgary, to name only a few locations. It was important for us to bring together Canadians with differing opinions on the moratorium. The government took great care to include various stakeholders from different settings, namely, the marine community, the oil and gas industry, environmental groups, provincial and municipal governments, Canadians from across the country, and of course, first nations.

In total, Transport Canada organized 16 round tables and over 30 bilateral and multilateral meetings to involve Canadians in improving marine safety, which included discussions about the moratorium on oil tankers. With the aim of extending the discussion further and enabling those who were unable to attend those meetings, Transport Canada set up a web portal. Indeed, many letters from Canadians were also forwarded to the department. Overall, nearly 5,000 users visited the online portal. Of them, 330 provided comments or submitted documents. Most of those comments were about the moratorium that is the subject here today.

It is obvious that Canadians wanted to be heard. I can assure members that this was done. We not only listened closely to the concerns of our partners and Canadians about the matter, we took steps to meet their expectations. For example, a number of stakeholders expressed concerns about the moratorium's potential impact on transporting supplies for the communities and industries on British Columbia's coast. Resupply is vital to their welfare. The communities and industries must be able to continue to receive shipments of petroleum products. Therefore, the government ensured that the proposed legislation would allow resupply to continue by setting a threshold of 12,500 metric tonnes of crude oil and persistent oil in a tanker's cargo spaces. The resupply of communities and industries would therefore not be affected by the proposed moratorium.

Some stakeholders pointed out to us that they also wanted to ensure that the moratorium was transformed into action by an act of Parliament. That is exactly what the bill is proposing.

During the Canada-wide discussions, concerns were raised about marine safety. The stakeholders found that the Canadian Coast Guard lacked resources, including salvage tugs. Stakeholders also raised concerns about the time required to respond to an incident. The oceans protection plan will allay their concerns by giving the Canadian Coast Guard a greater role when it comes to patrols and monitoring the marine environment. The Coast Guard is also going to have increased towing capacity.

A number of stakeholders also noted that there could be more involvement from local communities in emergency responses. For that reason, the government is making plans to better coordinate the federal emergency response plan. With greater resource capacity from coast to coast to coast, the government is ready to work with local communities and indigenous groups. New indigenous community response teams will also be established, with training in search and rescue, environmental response, and incident command.

Remember that Canada is a maritime nation that was built on a safe, secure maritime transport system. This government is dedicated to developing a long-term agenda for marine transport that demonstrates that a healthy environment and a sustainable economy go hand in hand.

In short, the moratorium on oil tankers would be a major initiative for protecting the B.C. coast. I encourage all members to come together and support this bill that would protect our environment.

[Joyce Murray, Liberal, Parliamentary Secretary to the President of the Treasury Board]

Mr. Speaker, I will be splitting my time with the member for Davenport.

I am pleased and proud to be part of today's debate on Bill C-48, and to discuss implementing an oil tanker moratorium on British Columbia's northern coast.

It is important to remember that with the bill, the Government of Canada is honouring its promise to Canadians. By formalizing this moratorium and including marine safety, the government is delivering on its promise, as set out in the mandate letter from the Prime Minister to the Minister of Transport.

I want to thank our Prime Minister for his commitment to the oil tanker moratorium on the Pacific north coast. I also want to thank the Minister of Transport for taking his thoughtful approach in consulting widely on the bill and delivering on this commitment.

This is one of those times when it is very satisfying to be a member of Parliament.

The House resumed from October 2 consideration of the motion that Bill C-48, An Act respecting the regulation of vessels that transport crude oil or persistent oil to or from ports or marine installations located along British Columbia's north coast, be read the second time and referred to a committee.

Bill C-48--Time Allocation Motion

[Marc Garneau, Liberal, Notre-Dame-de-Grâce—Westmount, QC]

Mr. Speaker, I am glad that my colleague brought up the fact, as I did beforehand, that Bill C-49 passed yesterday through clause-by-clause study. It is certainly my hope that Bill C-48 will go through a similar collegial process. There will be that opportunity.

I totally respect the independence of the committee as our government has done from the very beginning, unlike the previous government. I am sure when it does arrive at committee, there will be a similar opportunity to hear witnesses to argue for and against, and eventually go to clause-by-clause study. I hope to do all this in a collegial manner.

[Marc Garneau, Liberal, Notre-Dame-de-Grâce—Westmount, QC]

Mr. Speaker, over the course of the past two years, we have allowed ample amounts of time for debate. As we know, we are going through Bill C-48, which is on the moratorium. It will go to committee. When it goes to committee, there will be opportunity to debate it. Witnesses will be heard on both sides, I am sure. After that, it will go to third reading and to report stage. After that it will go to the Senate.

We are following the proper process to turn this bill into law and we feel that an adequate amount of time has been allocated for Bill C-48.

[Candice Bergen, Conservative, Portage—Lisgar, MB]

Mr. Speaker, I am disappointed in this, and we as a party are offended.

There was an agreement made two and a half weeks ago when this session started that we would work together with the government and not be obstructionist, but work to help pass bills that we were able to support.

The result so far is that the government has passed Bill S-2, C-21, C-47, and Bill C-58 all without time allocation, and progress was being made on three more bills, Bill C-55, C-57, and C-60.

There was one bill that we said we had a lot of interest in and would like to have enough time for all of our members to be able to speak, and that was Bill C-48. Now the House leader has broken her word. There is no other way to interpret this. If this is the way she is going to start this session after we have worked in such good faith for the last two and half weeks, all the members know that it will be a case of here we go again: a repeat of the failure we saw in the spring session.

Where in the world is the House leader's integrity and ability to keep her word?

[Bardish Chagger, Liberal, Leader of the Government in the House of Commons and Minister of Small Business and Tourism]

moved:

That, in relation to Bill C-48, An Act respecting the regulation of vessels that transport crude oil or persistent oil to or from ports or marine installations located along British Columbia's north coast, not more than one further sitting day shall be allotted to the consideration at second reading stage of the Bill;

and

That, 15 minutes before the expiry of the time provided for Government Orders on the day allotted to the consideration at second reading stage of the said Bill, any proceedings before the House shall be interrupted, if required for the purpose of this Order, and, in turn, every question necessary for the disposal of the said stage of the Bill shall be put forthwith and successively, without further debate or amendment.

Bill C-48—Notice of time allocation motion

[Bardish Chagger, Liberal, Leader of the Government in the House of Commons and Minister of Small Business and Tourism]

Mr. Speaker, an agreement could not be reached under the provisions of Standing Orders 78(1) or 78(2) with respect to the second reading stage of Bill C-48, An Act respecting the regulation of vessels that transport crude oil or persistent oil to or from ports or marine installations located along British Columbia's north coast.

Under the provisions of Standing Order 78(3), I give notice that a minister of the crown will propose at the next sitting a motion to allot a specific number of days or hours for the consideration and disposal of proceedings at the said stage.

Oil Tanker Moratorium Act

[Kelly Block, Conservative, Carlton Trail—Eagle Creek, SK]

Mr. Speaker, before I begin my remarks, I would like to thank my hon. colleague from Lakeland not only for the tremendous job she is doing as a shadow minister for natural resources and taking the lead on this file, but also for the wealth of experience she brings to it having worked in the industry in the province of Alberta.

I rise today in response to Bill C-48, the oil tanker moratorium act, a bill that will have devastating effects on our oil sands and the many jobs created as a result of that development. Once again the Liberals are playing games with Canadian jobs. Ostensibly, this act was introduced as a transportation bill. However, in practice, I believe Bill C-48 is a jobs bill or rather a job-killing bill singling out one specific sector of our economy, the oil sector, and punishing that sector irrationally. Since the Liberals formed government, they have made no attempt to hide their disdain for Canada's oil producers and the men and women who work in that field. This bill is another example of that.

Let us be clear and cut through the rhetoric. Bill C-48 is not really about banning tanker traffic; it is about banning development in the oil sands and the pipelines needed to get the product to market. Right now there is no oil flowing to the northern British Columbia coast. That means that there is no oil for tankers to load in the northern British Columbia coast identified in Bill C-48.

There could have been a northern gateway pipeline project. It was meant to run from Alberta to the northern coast of British Columbia, where our oil would have been loaded onto tankers and exported around the world. The development of a safe and efficient means of transporting our oil to the coast would have led to an economic boom in northern British Columbia, as it has in Vancouver and along the east coast. In those waters, tankers have operated safely for decades. The export of our oil would have strengthened Canada's economy by diversifying our market in the Asia-Pacific region. It would have ensured future economic stability, and it was cancelled because of politics.

Under the previous Conservative government, and through the National Energy Board, Canada had an impartial, evidence-based system that based its decisions on the viability of a project via a rigorous set of tests. These tests reviewed everything from the safety of the project to its environmental footprint to its economic impact and to its effect on our first nation communities.

The northern gateway project passed the first phase in that assessment before it was ended due to a short-sighted election promise by the Prime Minister. His action was not based on any science, but entirely on partisanship. Under the regime of Bill C-48, such a project will now be impossible.

Despite what the Liberals may say, this bill is not really about the environment. To be clear, the bill does not actually do what the Liberals claim it does. Bill C-48 does not ban tanker traffic along our coast, but merely the loading and unloading of oil tankers at our northern B.C. ports, which is currently not happening. Tankers will still operate 100 kilometres from shore, as they always have. The bill will do nothing to reduce the risk of oil spills. Quite frankly, it is 20 pages of empty symbolism on the environment, but with a real impact on the future of our Canadian economy.

In contrast to this empty symbolism, the previous Conservative government strengthened Canada's environmental regime by creating a world-class tanker safety system, including modernizing our navigation system, building marine safety capacity in first nation communities, and ensuring that any polluters pay for the cleanup and environmental impact of spills and damages.

The Conservatives pursued environmental protections based on the facts. Using those facts, we enacted real change that would protect our natural wonders, both now and tomorrow, and we achieved all of that without destroying future prosperity.

It would seem that the Prime Minister is not actually serious about reducing the impact of pollution on our planet. If he were serious about reducing pollution, he would do everything in his power to ensure that whenever possible, Canadian oil replaces oil from countries that have less stringent environmental protection regimes.

The fact is Canadian producers are subject to far more oversight and regulation. Environmental standards in Canada are much higher than the majority of other oil-producing nations'. Our oil production sites are cleaner. Our air is cleaner. This is no random accident. It is a consequence of our strong standards. Canada is a world leader on clean oil production and has been for decades.

Instead of basing their decision on these facts, the Liberals prioritize their anti-oil bias over science, over evidence and, most importantly, over people. That is what the bill is about. It is actually about people.

For no discernible reason, with no due diligence, the Liberals are damaging Canada's economic security. The hundreds of thousands of middle-class Canadians who work or hope to work in the oil and gas sector will see this news as another blow to their future prosperity.

This is not only about Canadians who work directly in this sector, nor is it simply an issue in western Canada. The implications of this legislation along with the partisan decision to end northern gateway will not only be felt in western Canada. It will be felt by Canadians from coast to coast to coast. At least 670,000 Canadians are employed directly or indirectly by our oil and gas sectors. Over 80,000 of them call Ontario home. Over 25,000 are Québecois. This sector is Canada's largest private industry investor.

The Liberals unilateral symbolic decision to ban tanker traffic on British Columbia's northern coast will be felt all the way to the St. Lawrence River and beyond. These businesses employ middle-class Canadians who have become constant targets of the Liberal government. They are already preparing to deal with the unfair tax hikes proposed by the Prime Minister, which will damage our competitiveness worldwide. They will be further disheartened to see yet another opportunity ripped from their grasp by the Liberal government.

If I did not know better, I might think the Liberal government is intentionally sabotaging Canadian jobs.

Perhaps the hardest hit in all of this are our first nations. With the tanker ban, and before that the cancellation of northern gateway, first nations in British Columbia and Alberta are losing out on an estimated $2 billion equity windfall. Thirty-one first nations equity partners supported northern gateway, holding a 30% stake in the project. Those first nations knew that the pipeline would bring jobs to their communities and they hoped that prosperity would follow. Without any consultation, the Prime Minister took that opportunity from them. The Prime Minister's symbolic ban on tanker traffic and cancellation of northern gateway will have real effects on real people.

Millions of dollars that could have gone to first nation communities and the families they represent will now never reach them. The affected communities could have used this money for schools, housing, infrastructure, job creation, or any of a hundred other purposes--but no, that will not happen, all because the Prime Minister does not like the oil sands. Perhaps if some of the money from northern gateway went to building sheds to store canoes, the Prime Minister would have supported it.

I must again draw members' attention to what this legislation would really do, or rather what it would not do. Nowhere does this legislation actually ban tankers from operating off of our west coast. Nowhere does it add anything to our already stringent environmental standards. Nowhere does it reduce risks.

Originally I thought I was only going to have 10 minutes to speak to the bill, but apparently it is up to Conservative members to carry the day on so many of the pieces of legislation the government has been introducing. Members of the Liberal Party, the NDP, the Green Party, and even the Bloc may have an opportunity to pose many questions of those of us who are participating in this debate.

While I do not have a crystal ball, I have a premonition that their questions to me will revolve around four topics. I think the first topic will be on the environment.

As I have said, Bill C-48 would do nothing for the preservation of British Columbia's environment. Ships, including U.S. tankers travelling from Alaska to Washington State, would continue to be able to travel up and down the coast just outside the 100-kilometre limit I mentioned. As I said, this is a pipeline moratorium under a different name.

Further, Canadian oil is extracted and transported under some of the safest and most environmentally strict regulations in the world. Preventing our Canadian oil resources from reaching customers in other countries only serves to proliferate the use of all products extracted and transported in a less safe and environmentally-friendly way. The strange contradiction we see with the Liberals, NDPs, Greens, and Bloc's views on Canadian oil is that their opposition to it defeats their supposed greater goal of protecting the world's environment.

The second question I anticipate from Liberal members in this place will be around the fact that this promise was contained in the Liberals' 2015 election platform.

The Liberals' 2015 election platform is basically a list of broken promises. The Liberal platform was not worth the paper on which it was printed. We have seen considerable willingness, if not eagerness, on the part of the Liberal government to break promises made in its election platform.

I will highlight a few of the broken promises from the Liberals' election platform.

First, there was a commitment to run only modest deficits of $10 billion. Well, we now know that promise was a complete joke. The Liberal government blew past that proposed limit faster than the Road Runner.

Then we had the disingenuous and overreaching promise that 2015 would be the last election under first-past-the-post system. It is amazing when we think about the absolute arrogance that was embedded in that promise.

The third topic I anticipate members of the other parties will pose to me will be around the opinions of first nations. I know I touched upon this, but it bears repeating.

There is considerable support among first nations on B.C.'s coast for energy development opportunities. In fact, it is not just on B.C.'s coast. According to the Assembly of First Nations Chief Perry Bellegarde, 500 of the 630 first nations across Canada are open to pipeline and petroleum development on their land.

As I mentioned, 31 first nations were equity partners, holding a 30% financial position in the northern gateway pipeline project. For the Liberals to move forward with this tanker moratorium without properly consulting coastal first nations is absolutely hypocritical. We know they did not consult because we know this was in the minister's mandate letter. He was directed to put this moratorium in place without any consultation. The Liberals only consult when it is to get the result they seek. They have no interest in dissenting or contrary views.

Finally, we have the Liberal government's much aligned proposals on open and transparent government. I could go on, but I do not want to use the rest of my time embarrassing the government with these facts.

To conclude on this point, to say their platform commitments are binding would be the height of hypocrisy from the Liberals.

The final subject on which I anticipate members of the other parties to pose questions to me on probably will revolve around pipelines or pipeline approvals. As I said earlier, this is not a tanker moratorium bill; this is a pipeline moratorium bill. The Prime Minister and the Government of Canada must champion pipeline development or pipeline projects will never be completed.

Approving one pipeline but not the other is only a partial solution to improving market access for western Canada's energy producers. Additionally, pipelines are the safest means of transporting oil that is already being produced and moved, yet is appears the Liberals and NDP would rather it be moved in a less safe manner.

The bill would only serve to undercut the future prosperity of Canadians in Quebec, British Columbia, first nation communities, and all throughout our country. I am left with only one question. Why does the Prime Minister care more about empty symbolism than about the prosperity of Canada's middle class?

[Karen McCrimmon, Liberal, Parliamentary Secretary to the Minister of Transport]

Mr. Speaker, thank you for this opportunity to express my support for this worthy legislation, one of many components of our oceans protection plan. Bill C-48, an act to establish an oil tanker moratorium on British Columbia's north coast, the latest in a suite of actions to protect British Columbia's Pacific coastline, would advance our transportation 2030 vision to safeguard Canada's waterways and three ocean coasts.

The Government of Canada recognizes that the health and well-being of our oceans are vital for our communities, our environment, our economy, and the well-being of all Canadians from coast to coast to coast.

Canada has the longest coastline in the world, and it is critical that those vast stretches of coastline and marine environments are well protected to ensure that our oceans continue to support a rich variety of sea life. Our oceans also play an important role in Canada's economy, facilitating the movement of goods and people to other destinations and enabling the trade that our high standard of living depends upon.

We fully understand how important it is to improve marine safety and to protect the marine environment while fostering a climate that supports Canadian trade and economic objectives. That is why the creation of a world-leading marine safety system is a central plank in our government's $1.5-billion oceans protection plan. It will help ensure that future generations of Canadians continue to benefit from abundant fisheries, tourism, traditional indigenous and community livelihoods, and global trade.

To develop this plan, the Government of Canada undertook extensive consultations with Canadians all across the country on how to best improve marine safety and formalize an oil tanker moratorium. This included consultations with indigenous groups, stakeholders from the marine industry and the oil and gas sector, environmental groups, and other levels of government. Their perspectives informed the parameters of the moratorium outlined in Bill C-48.

The proposed oil tanker moratorium is just one of several crucial and complementary measures this government is taking to protect our coastlines and our oceans. The oceans protection plan will build a world-leading marine safety system that will increase responsible shipping and protect Canada's waters, including new preventive and response measures.

We are also taking steps to preserve and restore marine ecosystems and habitats using new tools and research. To support this work, we are building a stronger evidence base, supported by science and local knowledge. We are investing in oil spill cleanup research and methods to ensure that decisions taken in emergencies are evidence-based. We are strengthening partnerships with indigenous and coastal communities to benefit from local knowledge of the region and to build local emergency response capacity.

These efforts and actions are national in scope, so let me focus on a few specific measures designed to protect British Columbia's northern coast.

I remind my hon. colleagues that our government has instituted a concentrated campaign to inspect tugs and barges in the province. The aim of the campaign is to ensure that tugs and barges, including those engaged in community and industry re-supply, comply with all safety regulations.

Preventing accidents from occurring in the first place really is our primary goal, and this is the rationale behind the concrete steps being taken by our government to build a strong prevention regime that enhances marine safety. For example, we will be providing mariners, indigenous groups, and coastal communities in British Columbia with improved marine traffic and navigation information. This will include designing new information-sharing systems and platforms so that they have access to real-time information on marine shipping activities in local waters. We want to provide maritime situational awareness—who is doing what and where—in a user-friendly way that meets their needs.

A new program will fund initiatives to test new ways to bring local marine traffic information to indigenous and local communities from existing open-source information from ports, the Canadian Coast Guard, and other government systems. This will not only prevent accidents but also give indigenous groups and local communities a meaningful role in responsible shipping.

The oceans protection plan is also making investments so that a quick and adequate response can be mounted when incidents occur. This will mean enhanced search and rescue capabilities in British Columbia, including four new lifeboat stations, and improved communication capacity.

The Canadian Coast Guard will be increasing its towing capacity by equipping its large vessels with towing kits. It also will lease two large vessels on the B.C. coast capable of towing large commercial ships that are in distress and pose a hazard to navigation and to the marine environment. This will improve Canada's ability to effectively respond to incidents, which will ultimately save lives and protect the environment.

Beyond protecting marine ecosystems, our government is committed to restoring them. We will establish coastal zone plans and identify restoration priorities that will engage indigenous communities as well as local groups and communities.

Furthermore, we are working to understand the threat of marine transportation to marine mammals and will examine how to diminish these effects, such as understanding how to reduce the threat whales face from noise and potential collisions with commercial traffic along the B.C. coast. The government will also fund research on the impact of increased shipping on marine ecosystems, which will better position us to protect these mammals.

Strengthening partnerships with indigenous and coastal communities is a key element of the oceans protection plan. With the plan, as well as the oil tanker moratorium, B.C. indigenous communities will have peace of mind that there is the highest level of protection possible on their coast, and they will have a real opportunity to be partners in the marine safety regime. This means being offered training in search and rescue missions, environmental monitoring, and emergency spill response. It also means that our government will work with indigenous and coastal communities to create regional response plans for the west coast and to pursue shared leadership opportunities in other areas. As one example, this might mean creating local traffic management areas to minimize safety risks and environmental impacts.

Ensuring that indigenous groups play a leading role in decision-making processes is a major goal of the oceans protection plan. We have demonstrated this commitment with the new Pacific region places-of-refuge contingency plan, which was developed in collaboration with the Council of the Haida Nation and other provincial and federal partners. We are proving that working together, we can more effectively manage and protect our marine environment across Canada.

By formalizing an oil tanker moratorium on the north coast of British Columbia, the government would be delivering on the commitment to develop a world-leading marine safety system, one that would meet or surpass the marine safety practices of other nations.

By collaborating with the provinces, indigenous groups, environmental NGOs, and other interested stakeholders, I am confident that we have found an approach that demonstrates that a clean environment and a strong economy can go hand in hand. In the same way, members on this side of the House want to work with all our parliamentary colleagues to enhance marine safety and protect the environment to promote responsible and sustainable economic growth.

I hope I can count on all-party support for Bill C-48, which would help protect the northern British Columbia coastline for the benefit of generations to come.

[Pam Goldsmith-Jones, Liberal, Parliamentary Secretary to the Minister of International Trade]

Mr. Speaker, I will be sharing my time with the hon. member for Kanata—Carleton.

It is indeed an honour to be a member of Parliament from British Columbia and to be able to stand in this House in support of Bill C-48, an act respecting the regulation of vessels that transport crude oil or persistent oil to or from ports or marine installations located along British Columbia's north coast.

Residents and communities on Canada's west coast have been working toward this legislation for years, as reflected in the comments made by my colleague, the member for Port Moody—Coquitlam. It is a key aspect of actions our government is taking to protect British Columbia's Pacific coastline and to advance our transportation 2030 vision to protect Canada's waterways and three ocean coasts.

The Government of Canada recognizes that the health and well-being of our oceans is vital for our communities, our environment, our economy, and the well-being of all Canadians from coast to coast to coast. Canada has the largest coastline in the world, and it is critical that these vast stretches of coastline and marine environment be well protected to ensure that our oceans can continue to support a rich variety of sea life, and our lives too. We are all one.

Our oceans play an important role in Canada's economy, facilitating the movements of goods and people and enabling trade to protect our high standard of living. It was a distinct pleasure for me to attend recently at the expansion of the Port of Prince Rupert, for example, with the Minister of International Trade. The head of the Indiana railway said to me, “There isn't a shipper in Indiana that doesn't know the Port of Prince Rupert.”

That goes to show how integrated Canada's transport system really is.

In full respect for the importance of trade, British Columbians and Canadians are passionate about the importance of marine safety and protecting the marine environment, which is exactly why the creation of a world-leading marine safety system is central to our government's $1.5 billion oceans protection plan. This will ensure that future generations of Canadians will continue to share and benefit from fisheries, tourism, and traditional indigenous and community livelihoods and knowledge, as well as global trade.

To develop this plan, the Government of Canada undertook extensive consultations with Canadians across the country on how best to improve marine safety and formalize an oil tanker moratorium. This included discussions with indigenous peoples, stakeholders from the marine industry, the oil and gas sector, environmental groups, and all levels of government. These perspectives informed the measures of the moratorium outlined in Bill C-48 today.

I am very proud of the work that many in my riding and throughout British Columbia did to get us here today.

The proposed oil tanker moratorium is just one of several crucial and complementary measures this government is taking to protect our coastlines and oceans. The oceans protection plan will build a world-leading marine safety system that increases responsible shipping and protects Canada's waters, and it includes new preventive and response measures.

We are also taking steps to preserve and restore marine ecosystems and habitats by using new tools and research. To support this work, we are building a stronger evidence base, supported by science and local knowledge. We are investing in oil spill cleanup research and methods to ensure that decisions taken in emergencies are based on the best information possible.

We are strengthening partnerships with indigenous and coastal communities to benefit from local knowledge of the region and to build local emergency response capacity.

These efforts and actions are national in scope, but I would like to be permitted to focus on specific measures designed to protect British Columbia's northern coast.

I would like to remind my hon. colleagues that our government has instituted a concentrated campaign to inspect tugs and barges in the province to ensure that tugs and barges, including those working in community and industry re-supply, comply with all safety regulations.

Preventing accidents from occurring in the first place is our primary goal. This is the main idea behind the steps our government is taking to build a strong prevention regime that enhances marine safety.

For example, we will be providing mariners, indigenous groups, and coastal communities in British Columbia with improved marine traffic and navigation information. This includes designing new information-sharing systems and platforms so they have access to real-time information on marine shipping activities in local waters.

We want to provide maritime situational awareness of who is doing what, and where—which is easier said than done—in a user-friendly way to benefit the safety and protection of British Columbia's coastline.

A first-of-its-kind program will fund initiatives to test new ways to bring local marine traffic information to indigenous and local communities from existing open source information from ports, the Canadian Coast Guard, and other government systems. This will not only help to prevent accidents but will also engage indigenous peoples and local communities with a real, important, and vital role in ensuring responsible shipping.

The oceans protection plan is also making investments so that a proactive, timely, and effective response can be mounted when incidents occur. This would mean enhanced search and rescue capabilities in British Columbia, including four new lifeboat stations and improved communication capacity. The Canadian Coast Guard would be increasing its towing capacity by equipping its large vessels with towing kits. It would also lease two large vessels on the B.C. coast capable of towing large commercial ships that are in distress and pose a hazard to navigation and the marine environment. This would improve Canada's ability to effectively respond to incidents, save lives, and protect the environment.

Beyond protecting marine ecosystems, our government is committed to restoring them. We would establish coastal zone plans and identify restoration priorities that would engage indigenous communities as well as local groups. Furthermore, we are working to understand the threat marine transportation poses to marine mammals and we will examine how to diminish these effects—for instance, by understanding how to reduce the threat whales face from noise and potential collisions from commercial traffic along the B.C. coast. The government would also fund research on the impacts of increased shipping on marine ecosystems, which would better position us to protect these mammals.

Strengthening partnerships with indigenous and coastal communities is a key element of the oceans protection plan. With the plan, as well as the oil tanker moratorium, B.C. indigenous communities would know that there is the highest level of protection possible on their coasts and that they will have a real opportunity to be partners in the marine safety regime. This means taking training in search and rescue missions, environmental monitoring, and emergency spill response. It also means that our government would work with indigenous and coastal communities to create regional response plans for the west coast and pursue shared leadership opportunities in other areas. As one example, this might mean creating local traffic management areas to minimize safety risks and environmental impacts.

Ensuring that indigenous groups play a leading role in decision-making processes is also a major goal of the oceans protection plan. We have demonstrated this commitment with the new Pacific region place of refuge contingency plan, which was developed in collaboration with the Council of the Haida Nation and provincial and federal partners.

We believe that we are demonstrating that by working together, we can more effectively manage and protect our marine environment across Canada. By formalizing an oil tanker moratorium on the north coast of British Columbia, the government is delivering on our commitment to develop a world-leading marine safety system, one that will meet or surpass the marine safety practices of other countries. I am confident that by collaborating with the provinces, indigenous groups, environmental NGOs, and other interested stakeholders, we have found an approach that demonstrates that a healthy environment and a strong economy can go hand in hand.

On a more personal note, I would like to say that it is a testament to the people of British Columbia that we are at second reading for an oil tanker moratorium act, and we are very grateful for the leadership of the Minister of Transport, his parliamentary secretary, and his collaborators in cabinet.

[Fin Donnelly, NDP, Port Moody—Coquitlam, BC]

Mr. Speaker, I rise to speak in favour of Bill C-48, an act respecting the regulation of vessels that transport crude oil or persistent oil to or from ports or marine installations located along British Columbia's north coast.

Legislating the prior informal ban has been a policy objective of Canada's NDP for many years, which received support from Liberal MPs, particularly on the west coast.

The history of Bill C-48 has been quite the legislative roller coaster. Multiple private members' bills have been tabled to protect the north coast, but none became law.

In 2001, Bill C-571 was introduced by an NDP MP. In 2009, Bill C-458 was introduced by an NDP MP. In 2010, Bill C-606 was introduced by a Liberal MP. In 2011, I introduced Bill C-211. In 2012, Bill C-437 was introduced by a Liberal MP. In 2014, Bill C-628 was introduced by my colleague, the hon. member for Skeena—Bulkley Valley.

In 2010, the member for Skeena—Bulkley Valley moved a north coast tanker ban motion, which passed in the House 143 to 138, with the support of all parties in the House, except Conservative minority government members who voted against it.

Now, here we are finally debating a bill that would protect the north coast from crude oil tanker traffic for good. The New Democrats welcome the legislation, but we do so with caution. We are concerned that Bill C-48 would give the minister of transport too much arbitrary power to exempt vessels from the legislation and the power to define what fuels would be exempt from the act. We hope the government will implement constructive amendments to limit ministerial power and increase oil spill response resources beyond its ocean protection plan commitments to respond to spills from refined oil vessels not covered by this ban.

Our NDP caucus, local first nations, municipal governments, trade unions, environmental NGOs, grassroots activists, and concerned citizens have over the years increased the call for this ban due to the environmental threat posed by the northern gateway pipeline project.

Northern gateway would have meant the annual passage of 225 supertankers bigger than the Empire State building, which would carry three times as much oil as the Exxon Valdez did before its catastrophic spill into similar waters. Cleanup and coastal recovery for the Exxon Valdez spill cost about $9.5 billion, of which Exxon paid only $3.5 billion. Twenty-five years after that spill, fish habitat and stocks still have not fully recovered. I shake my head in disbelief that so many MPs in the House still think the northern gateway pipeline project would have been a net benefit to Canada.

It is equally galling that our last government ripped up essential environmental laws and undermined the National Energy Board process in order to rubberstamp this pipeline project and others like it. As a result, we are still living with the short-sighted rip and ship mentality for Canada.

It was this short-sighted economic vision that disregarded the crown's obligation to our first nation's people. Canadians still remember how in December, 2013, despite overwhelming opposition from British Columbians and first nations, the National Energy Board recommended approval of the project, along with its 209 conditions. British Columbians showed their resolve to defend our coast by creating a broad-based movement of resistance, which today has shifted its focus to the Liberals' Kinder Morgan pipeline project expansion.

The defenders of our coast were vindicated in January 2016 when the B.C. Supreme Court ruled that the Province of B.C. “has breached the honour of the Crown by failing to consult” with the Gitga'at and other coastal first nations on the Enbridge northern gateway pipeline project.

Not considering the environmental dangers of a pipeline through northern B.C. was a grave mistake. A large spill would be a disaster for the north coast. In particular, a supertanker oil spill could deal a serious blow to our already struggling wild salmon.

In British Columbia, our wild salmon are considered an iconic species, an integral part of our identity. They are a keynote species that delivers nutrients deep into the forests when they die. They are a major part of what makes the Great Bear Rainforest so great. Salmon support first nations communities, coastal communities, and are an integral part of our west coast economy.

The waters off British Columbia's north coast are a significant salmon migration route, with millions of salmon coming from the more than 650 streams and rivers along the coast. The impacts of a single oil spill would be devastating.

The commercial fishery on the north coast catches over $100 million worth of fish annually. Over 2,500 residents along B.C.'s north coast work in the commercial fishery. The fish processing industry employs thousands more.

The magnificent beauty of this region and the abundance of salmon have made it a world-renowned destination for ecotourism. The tourism industry has been a major catalyst for employment, economic growth, and opportunity in British Columbia. Businesses in this region have worked hard to promote their location as a major tourist destination.

As other resource-based jobs have taken a hit, tourism has provided a much-needed economic boost. The west coast wilderness tourism industry is now estimated to be worth over $782 million annually, employing some 26,000 people full-time and roughly 40,000 people in total. People from all over the world come to the north coast to witness the annual migration of the more than 20,000 gray whales and northern killer whales.

The shoreline is dotted with sports fishing lodges, as fishing enthusiasts flock to experience the natural marine environment and wild ocean and take part in the world famous fishery. People are often left awestruck after spending even a day kayaking, bear watching, or enjoying a guided trip showcasing the majestic west coast. They come to photograph sea otters and bald eagles, and to experience in some cases the untouched natural environment of the Pacific coast.

This legislated crude oil tanker ban will help protect the Great Bear Rainforest and Gwuii Haanas marine conservation parks. These two protected areas have incredible biological diversity that all parties in the House agree should be protected. They contain many species of concern like iconic killer whales, grizzly bears, bald eagles, and Pacific salmon. With so much at stake for our economy and our ecology, we are happy that Bill C-48 legislates an end to the threat posed by projects like northern gateway, but are also disappointed that the bill does not protect B.C.'s coast outright from oil tanker spills.

Limiting tankers to more than 12,500 tonnes of crude oil on the north coast of Canada appears arbitrary and dangerously high. I encourage the government to make public the past and current oil shipment information for this region and provide a rationale for the 12,500 tonne threshold, including the types of vessels or shipments it will include or exclude. There is no reason to impede necessary vessels that help our coastal communities thrive, but clarity is required to ensure a proper threshold so as not to cause undue risk.

The bill makes exceptions for refined oil products like diesel, gasoline, and propane in order for coastal communities to be resupplied and to support value-added petroleum industries. While most of this is understandable, it means the bill does nothing to protect our coast from refined oil spills that could impact marine environments and disrupt valuable ecosystems.

The recent Nathan E. Stewart disaster shows just how big a threat refined oil spills can be. It demonstrates the need for increased oil spill response funding and training on the north coast and increased oil spill prevention measures for refined oil vessels.

For those needing a reminder, the Nathan E. Stewart ran aground in the early hours of October 13, 2016, near Bella Bella, in the heart of the Great Bear Rainforest, spilling toxic diesel into critical fishing areas off B.C.'s central coast. The vessel eventually sank, spilling as much as 110,000 litres of diesel into the marine environment. Cleanup efforts were repeatedly hampered by bad weather and the vessel was not recovered until more than a month after it sank. Good thing the Nathan E. Stewart was not at maximum fuel capacity. The damage would have been even worse.

A Transportation Safety Board investigation showed spill response was inadequate, including slow response time, insufficient and ineffective equipment, a lack of safety gear, and confusion about who was in charge. First nations leaders were outraged at the government's slow and inadequate spill response. This bill would do nothing to ban vessels like the Nathan E. Stewart from carrying the amount of fuel that it did. We must learn from this disaster to prevent such accidents, and to ensure that, if they do occur, coastal communities are better equipped to quickly respond. We are encouraged to see investments in spill response as part of the government's much-touted oceans protection plan. However, these investments alone are simply inadequate.

It is discouraging that despite the NDP's objections, the government closed three integral marine communications and traffic services centres on B.C.'s coast, which undermines the ability of a speedy spill response. Justine Hunter of The Globe and Mail wrote:

The MCTS is responsible for monitoring distress calls, co-ordinating responses, and taking action to ensure the safe and efficient movement of vessels in Canadian waters. However, with only two MCTS officers responsible for monitoring a vast stretch of B.C.'s coast, from north of Vancouver Island to the Alaskan border and including the inside passage, a source with knowledge of the situation says there was little chance that anyone would have spotted the doomed course of the tug, charted in real time on marine traffic maps through its Automatic Identification System transponder.

The best spill response plans include spill prevention plans and, sadly, the current government is moving in the wrong direction. B.C.'s MCTS centres deal with an incredible volume of marine traffic. By consolidating MCTS resources into only two centres, Prince Rupert and Victoria, the government has increased the number of vessels that our already overworked Coast Guard staff have to monitor and has opened up the system to new failures. Marine vessels continue to report that communications systems regularly go down, leaving vessels without Coast Guard contact. It was short-sighted to close the Comox MCTS centre, removing much-needed resources along our coast who have local knowledge and monitoring capacity. The most troubling aspect of Bill C-48 is that it would allow the Minister of Transport to make exceptions for indeterminate lengths of time without public review or comment.

Gavin Smith of West Coast Environmental Law said:

Section 6(1) of Bill C-48 allows the Minister, by order, to exempt identified oil tankers from the ban on any terms and for any period of time. Moreover, section 6(2) says that the Statutory Instruments Act does not apply to such exemption orders, which removes requirements that such exemption orders be published and made easily available for public inspection.

This provision, if used to its full extent, could allow wide-scale and long-term exemptions from the oil tanker ban to be ordered behind closed doors without opportunity for public review and input, effectively gutting the purpose of the Oil Tanker Moratorium Act. The need for this provision is unclear given that Bill C-48 already includes sensible exemptions from the oil tanker ban for vessels in various forms of distress (e.g. to ensure the safety of the vessel, for medical emergencies, or to render assistance to another vessel in distress), as well as vessels under the control of the Minister of National Defence. It is even more puzzling that the government has proposed excluding such exemption orders from the application of the Statutory Instruments Act, which effectively makes them less public.

Canada's New Democrats agree. The powers given to the minister in this bill would undermine its positive aspects. The minister's power to exempt ships for indeterminate amounts of time if deemed in the public interest is far too broad. There should be time limits on exemptions and opportunities for public comment on any long-term exemptions. This should also apply to the regulatory authority to add or remove fuel types that count under the ban.

Bill C-48 has loopholes large enough to drive an oil tanker through. Ministerial discretion has been used by the Liberal government and others to circumvent the positive aspects of this bill. There is no need to continue this pattern of letting industry circumvent Canada's environmental laws without constraint or review.

This bill is a positive development for British Columbians and Canadians, but it can be improved. It protects what we hold dear and takes us a step closer to a different vision of development on Canada's west coast. However, with the ability to veto protection for destructive megaprojects, the bill still leaves B.C.'s north coast vulnerable.

We ask the government to listen to first nations, NGOs, and coastal communities to close the gaps in Bill C-48 and truly protect the assets of the Pacific north coast.

The House resumed consideration of the motion that Bill C-48, An Act respecting the regulation of vessels that transport crude oil or persistent oil to or from ports or marine installations located along British Columbia's north coast, be read the second time and referred to a committee.

[Marc Garneau, Liberal, Notre-Dame-de-Grâce—Westmount, QC]

Mr. Speaker, of course I am here to talk about the moratorium bill, Bill C-48. I am very proud that it covers the regions from the United States-Canada border in the north right down to the point that is roughly aligned with the northern tip of Vancouver Island. This is a pristine area for which we promised we would establish a moratorium for tanker traffic, and we are keeping that promise.

British Columbia's economy and environment are important along its entire coast. That is why we are particularly proud of having brought in the oceans protection plan, which will put in place world-leading marine safety measures to ensure that the economic development of British Columbia continues but does so with an eye to ensuring the highest levels of environmental safety.

[Kelly Block, Conservative, Carlton Trail—Eagle Creek, SK]

Mr. Speaker, legislation has been coming fast and furious from this minister, and I can imagine that he wants to get something done so that the Liberals can say their government actually accomplished some of the things that they promised to do. However, this would be one promise that we ask the government to think very carefully about.

As the minister noted, currently there is a voluntary moratorium on tanker traffic. It has been in place since the 1980s and it covers the area that would be affected by this bill. Regardless of whether one philosophically agrees with this voluntary moratorium, it appears to have been working. Since Bill C-48 would do nothing to change the current situation in regard to tanker traffic travelling up and down B.C.'s coast, why is the minister wasting the House's time with this smokescreen of a bill?