Good morning, Mr. Chair and committee members.
Thank you for the opportunity to participate in your study on marine cargo container spills.
I would like to begin by providing a brief overview of the international and domestic legal framework governing the safe carriage of marine cargo containers in Canada.
Through the International Maritime Organization, Canada is party to several international conventions related to the carriage and handling of marine cargo containers, which are adopted into Canadian law under the Canada Shipping Act, 2001, the Safe Containers Convention Act, and their respective regulations.
These set out a rigorous safety framework governing how containers are transported around the world on ships. For example, shipowners must ensure that containers are regularly tested and maintained in good condition, and the vessel master and crew must ensure that the containers are safely secured on board.
When dangerous goods are carried inside containers, further international codes apply to ensure that they are marked and stowed safely. Canada also requires ships to provide documentation of container contents, including dangerous goods, before entering Canadian waters so that we know what's inside and where it's located. However, accidents can happen, as we saw with the Zim Kingston.
You heard from my colleague, Mr. Henderson, who explained how the Canadian Coast Guard led the response to the spill. Transport Canada also plays an important role to ensure that the vessel is structurally sound, to direct the vessel to safe anchorage or berth and to inspect the vessel for compliance and enforcement actions.
Transport Canada also establishes the liability and compensation regime for ship‑source incidents, including for container spills, fires and pollution. Under the Marine Liability Act and the Wrecked, Abandoned or Hazardous Vessels Act, shipowners are liable for pollution from their ships and for lost cargo and containers.
In addition, Canada is leading international efforts to establish a global liability and compensation regime for damage from hazardous and noxious substances to contribute to adequate global compensation for victims of pollution damage.
Through the oceans protection plan, significant progress has been made in strengthening the prevention of and response to accidents and incidents involving marine container ships. We are continuing to improve the marine safety system to mitigate risks and impacts to indigenous peoples, coastal communities and the marine environment.
In closing, I would like to acknowledge the seriousness of the Zim Kingston incident as well as the importance of what we continue to learn from these events. Canada has in place a strong safety and liability regime, which helped to make the incident response a success.
Thank you. I look forward to taking your questions.