Karen McCrimmon

[Firearms Act, September 20th, 2018]

Mr. Speaker, Bill C-71 is focused on addressing some weaknesses in the regime that covers legal firearms, and there is more work happening right now. We have appointed a Minister of Border Security and Organized Crime Reduction, and his mandate will be to drill down and get some ideas on how to address that in the future.

[Firearms Act, September 20th, 2018]

Mr. Speaker, the minister made it perfectly clear that for this regime, the transportation and movement of firearms, to be a success, we needed to put the priority on customer service. He committed to putting the resources there so that the process would be very responsive. If needed, people could actually have access to an ATT via their cellphones. He knows that is an important piece of this legislation and that it has to work in order to make that happen.

[Firearms Act, September 20th, 2018]

Mr. Speaker, I will be splitting my time with the member for Surrey Centre.

It is a pleasure to rise at the third reading stage of this important legislation. Bill C-71 will uphold the commitments made by the government during the last election to introduce modest measures on firearms that address weaknesses in the current legal firearms regime. That includes the commitment not to reinstate a federal long-gun registry.

From the start, the bill has been guided by the priorities of protecting people and communities, supporting law enforcement and ensuring law-abiding firearms owners are treated fairly and reasonably. I am pleased to note that throughout the bill's progress, those priorities were reaffirmed by a broad range of stakeholders, partners and individual Canadians. Consultation does not mean that everyone agrees. It means that we have made the effort to hear all of the arguments, pro and con.

At committee there were some important motions for amendment. In fact, the amendments that were adopted came from every party. The first added to the specific criteria that must be considered when determining eligibility to hold a firearms licence, specifically to add threatening conduct, non-contact orders and more explicit language around risk of harm to self or to others. The amendments also make it clearer that when threatening violence and conduct occur, it includes those communicated in the digital realm. The amendments also specify that when considering eligibility for a firearms licence, expired orders prohibiting the possession of firearms where an offence in which violence was used, threatened or attempted against an intimate partner or former intimate partners must also be considered.

This should reassure Canadians that in the interest of public safety, the process through which a person can obtain a firearm includes a more comprehensive consideration of eligibility factors. Explicitly including the concept of harm on that list, which includes self harm, may also have important impacts. It is an absolute tragedy that 80% of firearm deaths in Canada are suicides and while suicide prevention is a whole-of-society issue, there are meaningful actions we can take through legislation. This is one of those contributing actions. Prevention experts agree that limiting access to guns for those at risk of suicide is part of the solution, along with access to mental health support.

I am glad to see that the concept of harm is clearly identified in the bill before us. I will also point out that the additional new criteria reflects the types of violence that predominantly target women, and I thank the member for Saanich—Gulf Islands for all her work on this issue. This includes harassment and cyber-violence. In the online space, women are often targets of intimidation and propaganda and young women and girls are impacted disproportionately by cyber-violence, bullying and harassment. Adding these new factors updates our laws to reflect and address today's reality of increasing online abuse and harassment. It is consistent with the government's gender-based violence strategy.

Other amendments add some clarification to the bill. For example, the committee amended clause 1 to make it clear that the government will not recreate the federal long-gun registry. We now have that clarification right in the text of the bill. I will point out that the bill never included any components that would have permitted or required the registration of non-restricted firearms. While this amendment does not change the effect of the bill, I am confident it can provide reassurance that the long-gun registry will not be reinstated.

In addition, another amendment to clause 5, which was adopted at committee, will help clarify that a person meeting the conditions to transfer a non-restricted firearm can transfer more than one. In practice, the amendment changes the word “a” in the bill to “one or more”.

In fact, as proposed, the bill would not limit the number of non-restricted firearms that can be transferred, providing the conditions to do so are met. Once again, the bill is now clearer on that issue by virtue of the amendments. It now spells out specifically that a valid licence and a valid reference number attesting to the licence validity can support the transfer of ownership of more than one non-restricted firearm.

I am grateful that all parties have played an important role in the close scrutiny of this bill. It started off on solid footing. It already strengthens current laws around eligibility to hold a firearms licence. For example, it requires licensing authorities to consider specific information from the applicant's life history rather than just the previous five years. It improves licence verification, requiring anyone selling or giving a non-restricted firearm to verify the validity of the recipient's firearms licence. It improves record-keeping requirements among firearm businesses by requiring them to keep records of sale for non-restricted firearms. Responsible vendors already do this, but making it mandatory would not only set in law what they already do, it would also provide police with an additional tool to track non-restricted firearms which may have been trafficked from the legal to the illegal market.

The bill strengthens the regime around the transportation of restricted and prohibited firearms, but does not include non-restricted firearms, the ones used by hunters and farmers. It creates a more consistent approach to classification, responsibly leaving the technical determination on the classification of firearms to experts.

Today we have new measures with added benefits, such as enhanced background checks, greater certainty that no federal registry will be created and welcome clarification on non-restricted firearms transfers. Many Canadians from all walks of life have told us that the measures in this legislation are important. It is just one part of a larger package that will help make our communities safer and give law enforcement the tools they need to do their jobs.

In closing, I want to thank the members on the Standing Committee on Public Safety and National Security, all those who provided testimony and my colleagues in the House for helping shape this important legislation along the way. I encourage all members to join me in supporting Bill C-71.

[Firearms Act, September 20th, 2018]

Mr. Speaker, I wonder if the hon. member realizes that the signatures on that petition reflect just 4% of licenced Canadian firearms owners. I would not sign that petition. We need to listen to all Canadians. It also only reflects 0.25% of all Canadians across this country.

While I do believe that we should respect the rights and privileges of licenced gun owners, we also have to realize that we need to listen to all sides of this debate.

[Aeronautics Act, June 19th, 2018]

Mr. Speaker, I am pleased to speak today about Bill C-392.

Bill C-392 touches upon several subjects, including intergovernmental relations, federalism, and the paramountcy principle, matters that have been debated in both houses of Parliament in relation to a wide range of subjects. In essence, this bill seeks to allow provincial governments to impose restrictions on environmental protection activities and land use for projects which the federal government undertakes across the country.

I applaud the member for Repentigny's initiative to give more prominent consideration to the environment and land use when projects and activities that fall under federal jurisdiction are being considered.

The government also believes that the environment is worth protecting. Canadians should know that their governments, at all levels, are working together to achieve economic and environmental objectives and are acting in the interests of their safety and security.

Every day millions of Canadians can go about their lives in an orderly and predictable way. They get into their cars that start and stop as they should; drive on roads where people follow the rules; buy groceries that are free from contaminants; land in airplanes at airports that are safe; drink water that is clean; and sleep well at night, knowing that our police, fire departments, paramedics, and military personnel are on guard for our security.

Our society depends on laws and rules to function, and each level of government is responsible for those things that fall into its jurisdiction. Education, building codes and highways, for example, are primarily provincial responsibilities. Matters such as defence, aeronautics, and radio communications, for example, extend beyond provincial borders and impact the country as a whole. In these areas, it falls to the federal government to implement a nationally consistent approach that serves Canada and its people.

As we all know, the division of powers in Canada has been defined in the Constitution Act, but we also know that this division is not black and white. There are many areas and many issues where interests will cross jurisdictional lines, where two or even three levels of government have a stake in an issue, like the environment, like health, like safety, like employment.

The Government of Canada works with the provinces on matters such as education, health, and employment. Likewise, the provinces work with the Government of Canada on matters that fall under federal jurisdiction.

This division of power is essential to maintaining order and predictability in our society. It ensures that we avoid the scenario of too many leaders in one situation or a leadership void when no one else wants to take responsibility in another. In Canada, all jurisdictions must work together on certain issues to promote and protect the interests of all Canadians. Even when we agree to work together, we must still respect jurisdictional boundaries.

Recent Supreme Court decisions on the doctrine of interjurisdictional immunity have stated that provincial and municipal legislation cannot impair core matters of federal jurisdiction over aeronautics or radio communication infrastructure.

While these decisions quite clearly establish federal authority on matters such as aerodromes and cell phone towers, the government does not hide behind interjurisdictional immunity to run roughshod over communities.

In fact, to ensure that local concerns are taken into consideration for activities and projects that fall under federal jurisdiction, the government puts processes in place for consultation and the consideration of environmental laws and land use.

I would like to illustrate this point with a few examples.

First, in January 2017, following a regulatory consultation process, Transport Canada implemented a new regulation called Canadian aviation regulation 307–aerodromes–consultations. The regulation was specifically established to require proponents of certain aerodrome projects to consult with affected stakeholders before starting work so local concerns could be identified and mitigated.

As another example, under the Canada Marine Act, Canada port authorities are charged with the management of federal real property and marine assets as well as navigable waters within the ports. In addition to abiding by all federal legislation and regulations, the Canada Marine Act provides for the incorporation of provincial legislation by reference to address specific issues when the need arises. As a result, British Columbia's liquefied natural gas regulation is being applied to the federal lands being managed by the Prince Rupert Port Authority.

My third and final example is the Canada Infrastructure Bank funding program. The Canada Infrastructure Bank acts as a minority partner in delivering federal support to infrastructure projects, alongside co-investment by private sector and institutional investors and sponsoring governments. Projects supported by the bank must respect all applicable laws in the relevant jurisdiction, including any applicable environmental or labour laws. Project sponsors are required to provide assurance to the bank and other investors that all applicable laws in a province have been respected.

The reason these specific examples were chosen is because these initiatives, all of which require consultation and consideration of local issues related to land use and the environment, are taken from the very acts that the private member's bill seeks to amend. There are countless other examples in the same acts and elsewhere that demonstrate the government's commitment to hearing the concerns of Canadians.

Because the government is not above listening and improving, it is constantly looking for ways to demonstrate this commitment.

Recently, it introduced Bill C-69, an act to enact the impact assessment act and the Canadian energy regulator act, to amend the Navigation Protection Act and to make consequential amendments to other acts. Bill C-69 exceeds the amendments proposed in Bill C-392 and would explicitly reflect the consideration of environmental, social, safety, health, socio-economic issues, including gender-based impacts, economics, and impacts on indigenous peoples.

Bill C-69 will also provide the public an opportunity to express their views during review processes.

As we all know, there are many issues that transcend municipal and provincial boundaries, and many others where the federal government may be unaware of local concerns. For this reason, taking a co-operative approach achieves the best possible outcome for all Canadians. With a country as large and diverse as Canada, we must all act in good faith and work together to achieve the best possible results for our economy and the environment and for our citizens.

Co-operation is a fine balance. There have been, and will continue to be, times when differences arise despite our best efforts to work together. Even the strongest relationships will experience disagreements.

Bill C-392 would represent a major shift in federal-provincial dynamics in Canada and would undermine the co-operative relationship that we have worked so hard to establish.

[Wrecked, Abandoned or Hazardous Vessels Act, June 19th, 2018]

Mr. Speaker, I thank my hon. colleague for her advocacy and commitment on this issue.

When governments try to build bills and legislation like this, the aim is to ensure it is comprehensive and integrative, but that it also respects various jurisdictions and does not relieve the owners of these vessels, whoever the owners presently are, from their responsibilities. Therefore, we want to ensure we can clean up these vessels, but we also do not believe it should be the Canadian taxpayers and local communities that end up paying for it. We want to ensure we have a way forward that will serve Canadians and their communities the best way we can.

An integrative, comprehensive solution is the way forward. It is not always easy to make that happen. However, to have the taxpayer take on total responsibility for the actions of some irresponsible owners would not be the right way forward.

[Wrecked, Abandoned or Hazardous Vessels Act, June 19th, 2018]

Mr. Speaker, it is a reflection of the work that has gone into this bill and into the oceans protection plan as a whole. The bill is very well balanced. It is well balanced against what the federal government will do, the potential of what provincial governments can do, and what local communities can do. That balance has been achieved through a great deal of consultation and negotiation with all the stakeholders who are interested in this issue. Finding that balance and that long-term, comprehensive solution is the direction in which we are heading.

[Wrecked, Abandoned or Hazardous Vessels Act, June 19th, 2018]

Mr. Speaker, it is really all about developing a coordinated long-term, integrated solution. The development of this legislation has taken time. Dealing with individual small pieces of the puzzle is not quite good enough. It needs to be integrated and we need to have a full spectrum, a full approach, multi-government, totally integrated that will serve us for the longer term.

[Wrecked, Abandoned or Hazardous Vessels Act, June 19th, 2018]

Madam Speaker, there are many arguments in favour of this bill.

However, the most convincing argument is the fact that Canadians are calling for the measures we are proposing in this important bill. Many petitions have been tabled in the House in this regard.

The vast majority of owners are responsible and dispose of their vessels properly, but even a small number of neglected or abandoned vessels can create hazards with detrimental and costly impacts on local communities. These vessels are not just eyesores. They can pollute the marine environment and damage shoreline infrastructure. They pose risks to navigation and public health and safety. They can also harm industries, such as fisheries, aquaculture, and tourism, local industries that are dependent upon clean waters and that contribute nearly $40 billion a year to the Canadian economy.

Especially frustrating for responsible vessel owners and marine facility owners is the fact that abandoned and dilapidated vessels can take up valuable mooring space, and this can lead to economic losses to both property owners and local communities. Of course, these vessels can be extremely costly to clean up, ranging from a few thousand dollars for small boats to millions of dollars for larger vessels. That is why Bill C-64 proposes aggressive measures to prevent irresponsible owners from abandoning or neglecting their vessels so that the costs and perils of cleanup are not left to the taxpayers and local communities. This legislation is the next critical step forward in our $1.5-billion oceans protection plan, our comprehensive, multi-pronged strategy to improve marine safety, promote responsible shipping, and protect Canada's marine environment.

Our existing laws do not allow us to comprehensively address all of the risks posed by wrecked, abandoned, and hazardous vessels, or problem vessels, including the ability to take direct action on such vessels. The wrecked, abandoned or hazardous vessels act would significantly strengthen our ability to address problem vessels by fixing these legislative gaps. With this bill, the federal government would be able to take measures to prevent, mitigate, and eliminate hazards. Bill C-64 includes new measures to prohibit vessel abandonment, strengthen vessel owner responsibility and liability, and enhance federal powers on two vital fronts.

First, it would require that owners bear responsibility for their vessels. This includes prohibiting abandonment and not allowing vessels to become dilapidated or hazardous. Second and equally important, the proposed legislation would make owners liable for the cost of vessel cleanup and proper disposal.

Furthermore, in conjunction with this bill, the government has started developing a national inventory of problem vessels, so that decisions about removing these vessels can be made based on evidence. This measure will also include a risk assessment, to prioritize the problem vessels based on the risk they present.

As part of the oceans action plan, we are also helping communities deal with the vessels that are polluting our coastlines and waterways. Canadians whose economic and cultural well-being are dependent on our water have expressed their desire to be involved in the solution. However, especially in rural areas, communities often lack the financial resources required to address the problem.

In May 2017, we announced the five-year, $6.85-million abandoned boats program. The bulk of funding being offered through this program, $5.6 million, is dedicated to helping partners such as other levels of government, indigenous groups, ports, and community groups to remove and dispose of the highest-priority abandoned or wrecked small vessels. In September 2017, we launched a complementary five-year, $1.3-million abandoned and wrecked vessels removal program. This initiative offers funding to assist in the removal of priority vessels and wrecks currently abandoned in federally owned small craft harbours. This program will benefit local commercial fishing industries and affected coastal communities.

Another way we are helping affected communities is by supporting education efforts. Not all vessel owners understand their responsibilities or are aware of their disposal options. Through the abandoned boats program, we are funding activities that educate small vessel owners on how to responsibly manage their vessels and how to make them more aware of available disposal options at the local level.

We are also supporting research on vessel recycling and environmentally responsible vessel design, which has the potential to, for example, further benefit communities through new business opportunities and reduce pressures on landfills.

I have spoken about some of the measures we are already taking to address wrecked, abandoned, and hazardous vessels, but new legislation is needed. The critical way in which Bill C-64 would make a meaningful difference is through prevention.

The Government of Canada is determined to take action on vessels that cause hazards before they harm the environment and become a burden on taxpayers. By being proactive, we can avoid, reduce, contain or control problems before they become bigger problems and become even more costly to address. The bill proposes new authorities to prohibit owners from abandoning their vessels before the fact.

Federal officials would be empowered to order owners to take action on vessels that are dilapidated or may pose hazards and are therefore at risk of becoming abandoned or wrecked. They could also impose significant penalties for noncompliance. We will work with affected communities that best know their local environments to confirm whether and what hazards may exist with problem vessels or wrecks and to identify the most appropriate actions to be taken.

Every effort will be made to thwart problems before our waterways are put at risk. Under the proposed legislation, vessel owners will be responsible for addressing their vessels or wrecks. When they are unwilling or unable to take action, we will be able to respond proactively and comprehensively thanks to the new powers contained in Bill C-64.

Even when we intervene, the owner will continue to remain liable for all costs and expenses.

This proposed legislation to address wrecked, abandoned, and hazardous vessels will increase the strength and capabilities of Canada's marine safety regime. It will promote responsible shipping on Canada's oceans and in our inland waterways. It will also reduce pressures on our local communities that in the past were forced to take owners of dilapidated vessels to court and incur costly legal bills or pay the clean-up costs themselves.

Bill C-64 proposes to provide a powerful new tool to go after vessel owners who act irresponsibly, those whose carelessness and neglect put the health and safety of Canadians, the environment and the welfare of local economies at risk. Coupled with other actions we are taking under the oceans protection plan to address wrecked, abandoned, and hazardous vessels, these proactive measures will go a long way in responding to the concerns raised by residents of coastal communities.

[Impact Assessment Act, June 12th, 2018]

Mr. Speaker, I was looking for the number. I think it was probably 70 or 90 sessions where we met with people. We tried our best to do a consultation on the navigable waters because we understood just how critical it was for Canadians. It was so important that we reached out to all those communities and gave them the opportunity to participate in this process.