Debates of April 30th, 1998

Request For Emergency Debate

[The Speaker]

Today I did perhaps give a little extra time. I accept responsibility for that. The hon. government House leader is correct. I and other members are well aware of the regulation he is referring to.

I received the letter earlier this morning. I read it and I gave it careful consideration. I also paid close attention to the comments of the Bloc Quebecois leader and, in my opinion, this request does not meet the requirements of our Standing Orders.

I wish to inform the House that pursuant to Standing Order 32(2)(b), because of the ministerial statement Government Orders will be extended by 21 minutes.

The House proceeded to the consideration of Bill C-15, an act to amend the Canada Shipping Act and to make consequential amendments to other acts, as reported (with amendments) from the committee.

Canada Shipping Act

[Don Boudria, Liberal, for the Minister of Transport]

moved that the bill, as amended, be concurred in.

(Motion agreed to)

[The Deputy Speaker]

When shall the bill be read the third time, by leave now?

[Some hon. members]

Agreed.

[Don Boudria, Liberal, for the Minister of Transport]

moved that the bill be read the third time and passed.

[Stan Keyes, Liberal, Parliamentary Secretary to Minister of Transport]

Mr. Speaker, as always, I consider it a privilege to speak about Bill C-15 on the third reading debate.

Before I discuss the bill, the Minister of Transport and I would like to acknowledge the important role that has been played by the members of this House and the Standing Committee on Transport who have undertaken an examination on the proposed legislation.

As hon. members will recall, this bill is the product of the first phase of a two track reform to overhaul the Canada Shipping Act, an act that is in serious need of major reform.

Bill C-15 will bring about change for the shipping industry, change that is recognized as necessary and highly anticipated. It is a modern statute that can only benefit the marine sector and I am pleased to see the process of the overhaul proceeding so well.

As the bill enters third reading debate, I am happy to report that provisions of the bill have been favourably accepted. Concerns have been addressed by the standing committee and minor amendments proposed to the legislation have since been included.

Changes to Bill C-15 would not have been possible without the dedicated efforts and review of the bill by industry. Industry involvement resulted in government amendments which have improved the wording of the statute.

Key amendments to Bill C-15 include the removal of the section of the bill which updated the regulation-making authority for the licensing of small vessels.

As previously stressed, this government is sensitive to the concerns raised by my colleagues in this place. I am pleased to say that the committee was able to have a thorough discussion on the issue of small craft licensing.

The results are that the proposed section that caused concern has now been removed, while leaving the existing provisions of the act unchanged to permit continuous operation of Canada's licensing system which enables law enforcement agencies and rescue groups to locate and identify vessels. This change will provide the Department of Fisheries and Oceans with sufficient opportunity to review the regulation-making authority for the licensing of small vessels.

In addition, industry requested an amendment to clarify the government's intent regarding regulations for the control and management of ballast water in order to ensure that all ballast water was not treated as pollutant.

The statutory power to manage ballast water and to reduce harmful organisms being introduced into Canadian waters will now be available for all Canadian waters, including the Arctic. This will further strengthen environmental protection and enforcement mechanisms and will reduce the threat of harmful aquatic organisms.

I am also very pleased to see this progress. It further supports the desire to continue with the overhaul of the Canada Shipping Act to produce new legislation that is modern and which will help industry operate safely.

To recap, this proposed legislation consists of a new addition to the act that outlines the objectives and framework of the act where this previously did not exist. This will provide focus and direction for the entire statute.

As well, the modernization of the ship registration and ownership provisions coupled with the other urgent amendments included from former Bill C-73 truly helped set the government's direction. We will achieve our goals of simplified legislation that is up to date, consistent with federal regulatory policies and able to successfully contribute to the economic performance of the marine industry. Industry stands behind us as we move toward a new statute and the government stands behind its commitment to deliver.

As efforts are made by Transport Canada to modernize the national transportation system it is recognized that modern shipping legislation is vital to meet the demands of a global marketplace and to prepare Canada for the upcoming century. We are mindful of the need for Canada to remain competitive internationally as this is the very essence of a successful economy.

Throughout the process of consulting and subsequent drafting of this legislation officials from the Department of Transport have spoken at great length with industry, including shipowners, ship operators, seafarers, unions and the marine legal community.

I take this opportunity to thank these industry groups for their participation in this reform and their ongoing contribution and support for the new legislation. I am thoroughly convinced and I am sure every member of this House will agree that this new legislation represents an important step toward modernizing Canadian marine legislation.

I urge all my fellow colleagues, all members of parliament, to lend their support in order to pass this bill so it can also pass through the Senate in a timely fashion.

[Lee Morrison, Reform, Cypress Hills—Grasslands, SK]

Mr. Speaker, as the hon. parliamentary secretary mentioned, Bill C-15 did not receive much attention in committee from stakeholders.

The general consensus among the people in the marine industry seems to be they would like this legislation passed in order to get it out of the way and do away with any regulatory uncertainty. I do not believe there is any debate on this side of the bill.

There are some non-commercial ramifications, however, to the marine act. As the hon. parliamentary secretary mentioned, in committee we did try to address the very well founded concerns of the millions of citizens who own small boats subject to regulation by DFO.

A section was removed from the bill during the clause by clause examination. This would have permitted the governor in council to require the registration of small boats for a fee. I am very grateful this section is no longer included but under our system almost anything is possible under orders in council, and unamended section 108 of the existing marine act could still be used to achieve that same purpose.

Section 108 has been in place since 1936 and it has not been abused, but this government, unlike any other government in my memory, loves to make regulations, loves registering things and loves to collect fees. It is a disease. It likes to collect fees on firearms, pleasure boats and, who knows, perhaps electric toothbrushes. In any event, we can only maintain an attitude of watchful caution.

A recent DFO publication entitled “Your Safety Comes First” is a classic example of what I am referring to about bureaucracy running amok, the busy work of desk sailors with nothing useful to do. I have had many expressions of concern from people who feel the coast guard has lost its compass and is totally at sea with its intrusive, impractical lists of not dos and don'ts.

[John Herron, Progressive Conservative, Fundy Royal, NB]

Mr. Speaker, my sincere apologies to my hon. colleague. Fellow parliamentarians should have the opportunity to hear his words, but given that I do not see a quorum in the House at the moment, I think we should give this gentleman the opportunity to have his speech heard properly.

[The Deputy Speaker]

I do not see a quorum. Call in the members.

And the bells having rung:

[The Deputy Speaker]

I see a quorum. The hon. member may resume his remarks.

[Lee Morrison, Reform, Cypress Hills—Grasslands, SK]

Mr. Speaker, I will read into the record a couple of samples from “Your Safety Comes First”. These are some of the requirements for vessels up to six metres in length. This would include canoes: a buoyant heaving line of at least 15 metres or an approved throwable floating device; distress signals; a watertight flashlight and a heliograph or six Canadian approved flares, of which at least three must be of either type A, B or C and at least two of type D; navigation equipment; a sound signalling device and, if the vessel is operated between sunset and sunrise or in periods of restricted visibility, navigation lights that comply with the collision regulations. If the vessel is not power driven, navigation lights could be replaced by a watertight flashlight.

Gee, thanks. And of course all canoes must now be equipped with tow lines. The people who wrote this little guide did have some compassion, though. They said that if a boat does not have a motor it does not require fire extinguishers. It amazes me that they realize that.

I understand this little bureaucratic effort was partially prompted by concerns over the proliferation of jet skis and of overpowered nuisance craft in recreational areas. These are genuine concerns but these problems could be easily addressed by rigorously enforced local ordinances prohibiting their use in certain venues. Do not let them run the Sea Doos through the swimmers. This is why we have local law enforcement. The dead hand of federal authority is hardly necessary.

These are merely cautionary remarks since they deal with something that is possible within existing legislative constraints. We can only be vigilant and ready to respond to the wave of complaints that will inundate us when the decision is made to put licence plates on all canoes, if big nanny does everything she would like to do.

As far as the new registration and regulation regime for commercial vessels is concerned, the Reform Party has no objections and we will support the legislation.

[Michel Guimond, Bloc, Beauport—Montmorency—Orléans, QC]

Mr. Speaker, I am pleased to address Bill C-15. My comments will be brief, if I am not interrupted.

As the parliamentary secretary and member for Hamilton West rightly pointed out, the purpose of this bill, which has the unanimous support of the Canadian and Quebec marine communities, is first and foremost to modernize an act which, if I am not mistaken, dates back to the beginning of the century.

As is always the case at report stage, the government can be assured of our party's co-operation and participation to ensure that this legislation is passed quickly and referred to the Senate which, unfortunately, is a totally useless institution. If we had only one House, as is the case in a number of democracies, we would not have to solicit the approval of a group of non-elected people rewarded for their political loyalty with patronage appointments.

So, we are in favour of this bill being passed quickly. As I said, there is unanimous support from the marine community, and there is a need to modernize the existing legislation.

In the next few minutes, I would like to insist on a specific issue. The Parliamentary Secretary to the Minister of Transport was right to express his appreciation of the co-operation of the members of this House in the steps leading up to where we are today. I will return the compliment by pointing out that he has made changes at the request of the Bloc Quebecois and others by withdrawing the clauses on mandatory registration as well as the charges for small vessels.

I pointed out to him, both in private and in committee meetings, that, if the government followed through with its plans, I could guarantee that there would be widespread protests and demonstrations, since many small boat owners feel that the bill's intention to charge small vessels and require their registration is totally ridiculous.

We are not talking here about motor boats on Lac Des Deux Montagnes, but the requirement to register pedal boats, rowboats, sailboards, canoes and kayaks.

[An hon. member]

Life preservers will be next.

[Michel Guimond, Bloc, Beauport—Montmorency—Orléans, QC]

The government has shown it could be reasonable by agreeing to delete those clauses.

I urge the owners of vessels of this type, including pedal boats, rowboats, sailboards, canoes and kayaks, to watch out, because in the past the government has shown some open-mindedness and withdrawn some clauses, but then sneaked them back into an omnibus bill on a Friday evening when there are fewer MPs in the House, since we are working hard in our ridings. This would not be the first time the government has pulled such a sneaky trick.

I therefore call upon the owners of these vessels, the people who live in the Gaspé, Lower St. Lawrence, Saguenay-Lac-Saint-Jean, Lanaudière and Charlevoix regions, where there is a lot of recreational boating, hunting and fishing and where people like to go out for a relaxing paddle and a little fishing after supper with their dogs and children, to be very vigilant.

People in the regions should watch out because the government may be tempted to bring these proposals back again. The 44 members of the Bloc Quebecois have been warned and they too will be vigilant in looking after the interests of Quebeckers.

I have pointed this out to my colleague, the hon. member for Trois-Rivières, who is the Bloc Quebecois critic for the coast guard, as well as to the hon. member for Bonaventure—Gaspé—Îles-de-la-Madeleine, who is our critic for fisheries. He will monitor legislation from Fisheries and Oceans, because the government might try to sneak something back in.

I thank the government and commend the fact it took advantage of Bill C-15 to correct an aberration and an unacceptable situation with respect to the Lower St. Lawrence pilots' pension plan. I thank the government for ensuring that the corporation in question will not be sued or suffer the inconvenience of possible lawsuits.

I thank the government for updating the provisions relating to the Lower St. Lawrence pilots' pension plan. The pilots' minds must be on what they are doing, which is first and foremost marine safety and environmental protection in our waters, and on the St. Lawrence river in particular.

Their minds must also be free to withstand the attacks of St. Lawrence ship owners who keep asking, every 18, 24, 30 or 36 months, that compulsory pilotage be abolished in Canada. We know that the ship owners' lobby is very powerful because of the contributions it makes to the Liberal campaign fund.

To conclude, our party will support this bill at third reading.

[Bev Desjarlais, NDP, Churchill, MB]

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.

[Norman E. Doyle, Progressive Conservative, St. John's East, NL]

Mr. Speaker, I am pleased to rise today on behalf of my colleague, the member for Cumberland—Colchester, to say a few words on Bill C-15, an act to amend the Canada Shipping Act.

The Canada Shipping Act, as we are all aware, is one of the oldest pieces of legislation still in effect in Canada. It was enacted in 1936. It is the primary legislation today for governing Canadian ships in Canada's jurisdiction.

With the reorganization of both the Department of Fisheries and Oceans and the Department of Transport, new emphasis and a clearer outline of ministerial responsibilities of both these departments is now needed. The merger of the Canadian Coast Guard with the Department of Fisheries and Oceans was completed with the responsibility for coast guard functions being transferred to DFO with the exception of harbours, ports, ship safety, pilotage and crown corporations.

Transport Canada now has the prime responsibility for overseeing the reform of the Canada Shipping Act. However, some sections of the act will fall within the Department of Fisheries and Oceans, specifically those relating to pleasure craft, search and rescue, wrecks, and pollution preparedness and response.

The reform that is currently under way will help simplify the regulatory framework and make the shipping act more consistent with current regulatory policy. In the end, reforms should help contribute to a better economic performance in the marine industry.

The government has chosen to carry out these reforms in a two step approach. The first step takes place with Bill C-15. Under Bill C-15 there will be a new general part that will be added to the beginning of the act followed by a revision of the existing part one that will deal with ship registration, ownership and mortgages.

Part two of the reform to the act will deal with the remaining parts of the shipping act, specifically areas of safety, certification, conditions of work, accident investigation, navigation, wrecks and salvage and economic and environmental issues.

At this time it is my understanding that part two of the reform is estimated to be ready next year in 1999. We anxiously await these reforms. We look forward to reviewing and debating the issues that will emerge at that time.

Bill C-15 will enable Transport Canada to assume complete responsibility for ship registration and related activities. The Minister of Transport will be permitted through this act to appoint a chief registrar who will be responsible for the registration of ships. The registrar will deal with specific information such as the name and description of the Canadian ship, the official number and its registered tonnage, the name and address of its owner and details of all mortgages registered.

That gives Transport Canada the responsibility for ship registration currently performed by Revenue Canada, customs and excise division.

This legislation will require that every ship that exceeds 15 tonnes gross tonnage is owned only by qualified people and that those not registered in a foreign country would have to be registered. Also proposed in the bill for the first time certain foreign ships will be allowed to register in Canada.

We in this party are in favour of many of the reforms included in this bill. It is important to point out that Bill C-15 was introduced in October 1997. However, it is essentially the same bill as Bill C-73 introduced in December 1996. Unfortunately, because of the election, the bill died on the order paper.

Reforming the outdated shipping act is important and it can provide significant benefits for Canada such as more employment and business opportunities for Canadians, a rejuvenated marine infrastructure and better service for Canadian exporters.

In addition, under sections 35 and 36, the minister can appoint persons to be known as tonnage measurers who calculate a ship's tonnage.

The tonnage measurer may withhold the tonnage certificate until the person requesting it pays the tonnage measurer's fees and travel expenses. The minister may set limits on the fees and expenses charged. Although tonnage measuring is obviously important, we hope that fees and expenses remain reasonable so we may limit possible additional costs being passed on to shippers. This is something to consider and watch for in the future.

The current Part I of the act will be replaced with a new Part I that would modernize the registration of ships. Certificate of registry will now have an expiry date. The subject of expiration is understandable in the context of the transitional period updating the registration of ships from the old act to registration under the new act.

However, section 48 outlines many sweeping changes that cabinet may make. One area of concern under this section is the issuance and renewal of certificates of registry. Although it is important to have updated registration information about all ships, we hope that future changes that may be made will not mean more bureaucracy or excessive costs associated with too frequent registration requirements. We have to be very careful of that. It was a concern of the member for Cumberland—Colchester.

Under the bill the Department of Fisheries and Oceans will be provided with greater authority to regulate pleasure craft. In this regard we are somewhat concerned that the government not go too far in the regulation of pleasure craft. If there is a safety risk we are certainly in favour of it, but let us not have regulation for regulation's sake. We would encourage caution here.

We are pleased with certain aspects of the bill. Clauses pertaining to definitions are important. Passenger safety will be enhanced by eliminating the specific reference to owner or a charterer in the current definition of passenger, which in the past possibly permitted some charterers to get around meeting specific safety regulations. Therefore we think it is a good thing.

The member for Cumberland—Colchester wishes to bring the issue of small vessels to the attention of the House. This legislation deals mostly with large vessels. It has not taken into account that small vessels are very often built by manufacturers or individual owners that may have fallen outside of regulations that apply to larger vessels. It is important that these manufacturers comply with construction and manufacturing standards just as manufacturers of larger vessels do.

We support this bill. It is long overdue. It is unfortunate the legislation was not passed when it was in the form of Bill C-73. However, it is here now and we support it, especially since it has gone through the committee process.

When one of my colleagues addressed this bill at second reading he expressed concern that the bill would apply to pleasure craft as if they were larger commercial ships. Given the millions of pleasure craft in Canada this would, at best, be a bureaucratic nightmare. At worst it would be a huge tax grab on behalf of the federal government. I am told that our point of view prevailed at committee, so the bill's application to pleasure craft will be amended.

However, we would do well to be vigilant as we have heard rumblings that DFO will try to do this through existing regulatory power. We will be watching this matter with some concern as the future unfolds.

We support this initiative and we look forward to phase two of the reform which is slated for next year.

[Stan Keyes, Liberal, Parliamentary Secretary to Minister of Transport]

Mr. Speaker, as I always do, I sat in my place and listened to all the members opposite give their representations. Therefore, I will take this opportunity to make a comment rather than to ask a question.

I want to respond to the hon. member who just spoke and, as an aside, respond to members opposite, especially the member of the New Democratic Party who addressed the issue of delegation of ship inspections to a classification society. I want to respond to her concerns and the concerns of her party, even though the NDP is the only party in this place which will oppose the bill. The hon. member had an opportunity both in committee and here today to bring forward a constructive amendment, but there was no amendment. However, the NDP is still going to oppose the bill. It is rather confusing, but I guess they can oppose for opposition's sake.

I want to make it clear to the hon. member and her party that the objectives of the Canada Shipping Act make it clear that the Minister of Transport is responsible for all matters relating to marine safety involving commercial ships. In order to achieve these objectives the minister is authorized to enter into agreements respecting the administration of any provision of the Canada Shipping Act or the regulations. The minister can authorize any person with whom an agreement or arrangement is entered into to exercise and perform such powers and duties under the act as are specified in the agreement or the arrangement.

The proposed provisions in the bill are consistent with this authority and in no way—and I speak directly to the NDP member—undermine the overall safety of the marine community. Given that the minister is delegating this authority to organizations such as classification societies which will conduct inspections on behalf of the minister, the minister must be satisfied that the delegated party is qualified to perform the assigned duties. The minister will only delegate responsibilities to qualified organizations or persons.

Classification societies are international, not for profit organizations that provide ship survey expertise around the world and, as such, Transport Canada will enter into a memorandum of understanding with every delegated organization to establish reporting mechanisms and to establish the qualifications required for personnel carrying out the delegated responsibilities.

To ensure adherence to agreements and memoranda, any delegation of authority will be subjected to Transport Canada audit and quality assurance. These organizations or persons will be audited by Transport Canada inspectors through spot checks and documented audits. The department will also conduct inspections on any shipowners suspected of contravening marine safety regulations.

I want to take this opportunity to thank the hon. member from the NDP for her interjection. It is unfortunate that while every party in the House is prepared to support the bill only members of the NDP are not. I hope this latest interjection by myself will maybe change their minds at the end of the day. If it does not and there are no amendments forthcoming, it is rather puzzling.

[The Deputy Speaker]

Is the House ready for the question?

[Some hon. members]

Question

[The Deputy Speaker]

The question is on the motion. Is it the pleasure of the House to adopt the motion?

[Some hon. members]

Agreed.

[An hon. member]

On division.

(Motion agreed to, bill read the third time and passed)

The House resumed from April 29 consideration of the motion that Bill C-27, an act to amend the Coastal Fisheries Protection Act and the Canada Shipping Act to enable Canada to implement the Agreement for the Implementation of the Provisions of the United Nations Convention on the Law of the Sea of 10 December 1982 Relating to the Conservation and Management of Straddling Fish Stocks and Highly Migratory Fish Stocks and other international fisheries treaties or arrangements, be read the second time and referred to a committee.

Coastal Fisheries Protection Act

[The Deputy Speaker]

The hon. member for Bonaventure—Gaspé—Îles-de-la-Madeleine—Pabok had 13 minutes remaining when this bill was considered last time.