Mr. Speaker, I rise today to speak against Bill C-15, an act to amend the Canada Shipping Act and to make consequential amendments to other acts, brought forward by the Minister of Transport.
We in the New Democratic Party agree it is time to bring some clarification and we have heard that the Canada Shipping Act is second only in size and complexity to the Income Tax Act and could use some updating, as could the Income Tax Act. The New Democrats believe it is time to reform the Canada Shipping Act.
Bill C-15 intends to do just that by adding a preamble to clarify its objectives, definitions and interpretations and to lay out the roles and responsibilities of the Minister of Transport and the Minister of Fisheries and Oceans . Currently there is no introductory part.
However, my party has concerns with the bill. I will not go into as much detail as I did at second reading but I do want to take the opportunity to say that it is somewhat annoying as to how we have dealt with Bill C-15. Sometimes it is difficult for MPs to find that a bill is up one day and then not, then up again and then we wait for months. For organizations and persons outside government it can be a strenuous task to follow the process of a bill, as with Bill C-15.
The bill is being presented as just a housekeeping bill and we should not worry too much about it. For the people in the maritime sector some of the changes are worrisome and critical, and these are some of the concerns.
It is common knowledge that sailors' human rights are often violated on foreign vessels. We cannot accept in Canada to lower the working conditions of sailors. We do not want a system in some countries of the third world where sailors have no rights aboard a ship, where they are at the mercy of the company they are working for. Press articles have indicated that federal fisheries observers are afraid some foreign ships they are assigned to are in such poor shape they could break apart and sink. We cannot expect it is only fishing vessels that are in bad shape. This was certainly verified by presentations at the port state control meetings in Vancouver last month.
It is worrying to think that the minister will hand over the inspections of the ships from Transport Canada inspectors. Even if the inspections were to be handed over to classification societies there is still cause for concern. It is no wonder that each year statistically 10 bulk carriers sink without a trace, usually taking a 25 person crew with them. Yet the crews are mostly from third world countries we have never heard of.
It is very obvious when classification societies are allowed to operate without government supervision, the market sets the standards for safety with the job always going to the cheapest, usually least safe operator.
Are we ready to accept such a system in Canada? We suffer from the cuts to airports. We suffer from the privatization of port police. Are we now going to have to suffer because ship safety goes down? We cannot put our safety or the environment in jeopardy.
As I stated at second reading, I strongly oppose the government's authorizing any person, classification society or other organizations to conduct the inspections.
This section is contrary to the stated objectives of the new act. Privatization of inspection will not encourage viable, effective and economic marine transportation. What it will do is increase bottom line pressures to cut corners and do things the cheapest way rather than the safe way. It is very worrying to think that the minister will hand over the inspections of these ships from Transport Canada.
Were this amendment to pass into law, the job of inspecting oil tankers and chemical tankers operating in Canadian waters could become patronage appointments. The classification societies include disclaimers of responsibility in all their documents and several court cases over the years have shown them immune from being sued, even where there is evidence of negligence.
A further point of concern is in section 317(1), inspections by others. The revenues generated by Transport Canada ship inspections will now be handed over to the private sector. A figure of $12 million per annum has been stated. Canada must compete with the United States. We are at a competitive disadvantage.
We have heard concerns that ships under 15 tonnes will be exempt from mandatory registration under the act. Their registration will be optional under section 17. The department's logic is that the registration of the large number of small vessels is neither practical nor necessary. However, tow boats under 15 tonnes tow equipment and fuel barges as well as log tows competing with vessels which are registered and required to meet Transport Canada's vessel standards.
The unregistered vehicles not only undercut vessels which meet standards, they are doing work which is hazardous to the environment and to marine traffic. Often their equipment does not meet the standards and their operators are not certified.
Some of the major objectives in the Canada Shipping Act are to protect the health and well-being of individuals, including the crews of ships, promote safety in the maritime transportation system and protect the marine environment from damage due to navigation and shipping activities.
If the act is intended to provide a level playing field, then all vessels engaged in commercial activities should be registered and inspected regardless of tonnage. As well, the act should require risk assessment in standards of equipment and certification. Registration should be required for all vessels towing fuel barges or other hazardous goods. It is important for the safety of our waterways.
It has also been brought to my attention that with the downturn of the fishery on the east and west coasts, many fishermen have turned toward tourism as an alternative source of income. This has led to an increasing number of tour boats. These boats may be under 15 tonnes. Are we going to put our tourists at risk on boats that are not duly inspected because they are less than 15 tonnes? Let there be no misunderstanding. I am not suggesting that small pleasure craft need be inspected.
Another area of concern is the regulation respecting the control of ballast water. In a move to protect Canadian waterways from outside pollutants, ballast water must be exchanged while at sea. There was concern that by referring to products brought in by ballast water as pollutants, this would be subject to more stringent enforcement. To me that was a good thing. I have been to the Vancouver port and heard the praises of the representatives with regard to their clean water which they noted in conjunction with the exchange of ballast water.
I sincerely hope the changes in this section do not decrease Canadian standards and do not increase pollutants into Canadian waters, whether it be oil or outside water species.
To conclude, Bill C-15 is an improvement over the previous act. But there are still many areas of concern. As a result my party will not be supporting the bill.