Mr. Speaker, may I first begin by complimenting you on the judicious way you are bringing great credibility to the chair in your performance today. Having said that, I hope you will give me great latitude in the comments I am about to make regarding Bill C-3.
I begin my remarks on behalf of the NDP by paying tribute to the contribution that our critic, the member for Churchill, has made in her tireless efforts to improve Bill C-3 at the committee stage. I also want to recognize the contribution that the NDP member for Sackville—Eastern Shore has made in the context of the Coast Guard and of maritime issues generally and certainly even more pointedly, in the context of shipbuilding which I may come around to within my comments.
I am looking forward to explaining perhaps in a roundabout way the position of the NDP on the bill. We should note the unique nature of the bill. It reverses the choices made in 1994 by the Liberal government when it reversed the changes made to the Department of Fisheries and Oceans and Transport Canada. This puts me in mind of a number of changes made in the way the country was run during that era.
It was a very prolific era in terms of reform. In the fullness of time and having had the time to look back and review things, most choices made during that period have been catastrophic. They warrant being reversed by this bill, or perhaps some omnibus piece of legislation could be brought in to mop up after the Liberals because of that era.
In the context of debating Bill C-3, it would be negligent not to point out other things that were happening in that same period of time. For instance, that is when the superportfolio was created at Human Resources Development Canada which lumped together an almost impossible shopping basket of portfolios, programs and areas of jurisdiction such as the Canada pension plan, EI, and training. All of those things were lumped into a superportfolio which we learned later was an unmanageable portfolio. Half of the budget of Canada fell under that portfolio because of the breadth and extent of the jurisdiction. We have learned that was a bad idea. It was bad management.
At the same time there was a scheme to unite the OAS and the GIS. It triggered a blue rinse revolution across the country, much like when Brian Mulroney when he was prime minister tried to deindex the pension. Senior citizens across the country rose up and told the government to put the brakes on that one and the government had to reverse it. There were devastating EI cuts during that period of time which we are still reeling from today. We are incrementally putting that program back together after it was systematically dismantled by the Liberal government.
It has taken us a decade of fighting back to finally repair the effect of those early years of the Liberal mandate. In speaking to Bill C-3 we have to be cognizant of the other failed initiatives of that era.
The bill will have real implications on the ground for environmental protection and enforcement. It has given great cause and concern to members of our caucus for that reason. It deals specifically with pleasure craft. We could support the moving of the management of pleasure craft and its environmental enforcement into the ministry of transport on the assurance that the provinces would be properly consulted and properly compensated if enforcement responsibilities flow with this with added costs and expenses.
I raise this because I personally have had negative experiences with the cross-jurisdictional nature of administration of laws dealing with small craft, pleasure craft and small working boats. I will give one graphic illustration to point out some of the pitfalls of what we are going into today with Bill C-3.
Not too long ago there was a very tragic case on Lake Winnipeg. A 19-year-old man was killed at work on a small fishing vessel. It was the young man's first day at work and he was killed on the job. It should be a routine matter that some agency would get involved in a situation like this to investigate what was a workplace accident, to do a proper inquest, to make recommendations so it could never happen again. It would have helped the family bring some closure by having an investigation into this death, other than the police's cursory investigation to make sure there was no foul play and that it was an accident.
Complications arise when dealing with small vessels inland on the freshwater fishery. With the crossover of jurisdiction, nobody has a clue whose job it is to investigate these things. I personally tried to work with workplace safety and health with the province first of all, but I was told it was a federal transportation issue. I went to the federal jurisdiction under the Canada Labour Code, but was told it was not that jurisdiction either. It was not the Coast Guard's jurisdiction. People at the Department of Transport said they could not help.
The family in this case was reeling with shock because nobody wanted to take any responsibility for what was a tragic event of a young 19-year-old boy killed on his first day of work. It was a workplace industrial accident on a fishing boat, which is a workplace; I do not care if the boat is 16 feet long or 60 feet long, it is a workplace. Nobody knew whose jurisdiction it was.
I am drawing this as a parallel because we now contemplate transferring the jurisdiction for all pleasure crafts under this bill. I am pointing out the very real concerns we have about the question of jurisdiction, the complication of jurisdiction, and sometimes the competing interests of jurisdictions. It should be noted that DFO and Transport Canada have completely different priorities, completely different mandates, completely different and sometimes competing agendas.
The room for complication, crossover, lack of clarity and lack of certainty is going to be compounded by what we seek to do here today. With all of these things I am simply saying that any possible conflict between the management of these areas of jurisdiction and the enforcement by the Coast Guard need to be explored thoroughly.
I began by pointing out our general observations about how this is a reversal of work done in 1994. In light of these complications I am addressing today, I can say simply that the bill would have been welcomed in a far more enthusiastic way by the NDP if we had raised the Coast Guard in the context of recognizing the very real need for growing our Coast Guard, for giving our Coast Guard the tools it needs to do an increasingly difficult job and to meet the increasing expectations that we have for our Coast Guard.
Like most of the opposition members present, I expected far more in the federal budget for the Coast Guard than $275 million over five years. This is a paltry recognition of the need. I come from Winnipeg where maritime issues are not always top of mind, but as a Canadian I am well aware that we have the largest coastline of any country in the world. We have a Coast Guard fleet that is not capable of offering any of the services that we expect as a maritime nation. The modernization of the fleet should have been a topic of debate for today if we were serious about reform.
We clearly do not have the ships to meet the needs and the demands of the Coast Guard. Yet, the expectations of our Coast Guard continue to grow.
By way of background, in our involvement and position on the bill, I would like to point out that back in December 12, 2003, the Prime Minister announced that the responsibility for policy on marine security and safety would be centralized under the Ministry of Transport.
To that end, when some parts of marine safety and security were transferred from the Department of Fisheries and Oceans to the Department of Transport, these policy responsibilities gave some consternation to anyone involved. It was at that time I first heard the member for Sackville—Eastern Shore sound the alarm that something was brewing.
It was a rather veiled announcement that the Prime Minister made at that time. It was difficult to determine to what extent the Prime Minister would be going. Was this going to involve navigation services, pollution prevention, or other issues like safety and awareness programs? The scope of what was being proposed was not certain until October 8, when the government introduced Bill C-3, an act to amend the Canada Shipping Act.
At that time our member for Churchill, also fully engaged in this issue, sought amendments at committee regarding environmental enforcement. One of our real concerns was, with this shift of enforcement duties, would environmental safety be first and foremost? Would it get primacy, if you will, in our application of these regulations? We were very concerned it was not.
We believe that pollution properly belongs with the Minister of the Environment. The Ministry of the Environment has the tools and the mandate to protect our environment. The Department of Transportation again may be at cross interests, and now, with a new task and a new obligation to enforce environmental integrity, how does that conflict with other aspects of the Ministry of Transportation? These are some of the obvious contradictions that come to mind when we look at what, on paper, looks like a simple administrative transfer of duties and regulations. It is not that simple.
In the field where it matters and on our waterways it is not that simple. We are not sure who we look to. Ship source environmental pollution is a sore point with the government. We know that. The largest environmental fines ever given out in this country were to do with ship source pollution. It was a ship owned by Canada Steamship Lines in Halifax Harbour. This is why I know it is an irritant and the Liberal government would rather downplay it and not make reference to it.
It is a huge problem. With pleasure craft, commercial craft and even military craft from other countries, we find ship source pollution to be a significant worldwide issue that is not satisfactorily addressed. It properly belongs under the environment ministry because it is the Ministry of the Environment that can levy those heavy penalties for ship source pollution.
I am only pointing out some of the reservations made by our critic, the member for Churchill, who at committee valiantly made the case against significant opposition for keeping the environmental aspects for marine pollution protection and prevention with the Ministry of the Environment. Those amendments were ruled out of order.
That is an illustration of the difference between a minority government and a majority government, because at that time in October 2004 there was a majority Liberal government which would not accept common sense amendments. Getting an amendment through at committee six or eight months ago was a very novel thing because of the attitude that the majority will rule in spite of reason and logic.