Mr. Speaker, the agreement was that I would share remainder time.
I am pleased to rise today to discuss private member's Motion No. 293. Ten years after, we cannot adequately acknowledge the suffering of those left behind, but we can look to the changes in our air travel safety that have occurred as a result of this very tragic event.
Immediately following the disaster, the interdepartmental committee on security and intelligence was instructed to study and report on airport and airline security in Canada. The recommendations stemming from this report have been implemented, resulting in significant improvements to aviation security in Canada.
New air carrier and airport security regulations have been introduced, which establish high minimum standards. These regulations are under constant review and adjustment to respond to the changing situation.
Monitoring and inspection of airport and air carrier security measures have been greatly increased. Also, more stringent security controls on passengers, carry-on baggage, checked baggage, cargo and mail have been introduced on international flights. Air carriers are prohibited from carrying the baggage of persons not on board the aircraft.
The range of enforcement mechanisms has also been strengthened with the introduction in 1989 of the designated provisions regulations, which is an administrative monetary penalty scheme. These regulations were amended in 1993, increasing the number of punishable aviation security regulatory offences and the size of maximum penalties that can be levied.
Additional X-ray detection equipment and explosive vapour detectors have been put into service. A training program for security screening personnel and their trainers has been developed and implemented by Transport Canada. Courses are regularly scheduled. Internal security training programs for Transport Canada security inspectors and other aviation security specialists are also in place.
In addition, new measures have been implemented that require air carriers operating in Canada to carry out a program of initial and annual recurrent crew member aviation security training. All persons employed at major airports who have access to restricted areas must undergo a security assessment to ensure they do not pose a threat to the security of civil aviation.
In 1994 new security standards were legislated for airport restricted area pass systems, which improved the ability of the government and airport operators to ensure that people in restricted areas of Canada's airports have a need and a right to be there.
Transport Canada has been actively pursuing stronger security provisions and bilateral air transport agreements with other countries to ensure that implementation of Canada's high aviation security standards is a mandatory condition for foreign air carrier operations in our country.
I would like to point out that in addition to these enhancements Canada has in place a three-level alert and response system to ensure appropriate security measures are taken in response to specific threats. I understand this system was fully updated in 1992 and is under constant review and fine tuning to ensure it responds effectively to changing circumstances.
In conclusion, the Air-India disaster has been the subject of exhaustive examination by the Canadian Security Intelligence Service, the Security Intelligence Review Committee, Transport Canada, the Solicitor General of Canada, and the police investigation is ongoing.