Kate Young

[Aerospace Industry, June 10th, 2016]

Mr. Speaker, our government is focused on growing the economy and creating jobs across the country.

The Government of Manitoba and Air Canada signed an agreement to cease their legal action in return for at least 150 good quality aerospace jobs. This is an excellent start, but certainly not the end.

We need to bring net new aerospace jobs to Winnipeg in the long run. We remain committed to working with Manitobans to do just that.

[Business of Supply, June 9th, 2016]

Mr. Speaker, I think everyone in this place can agree that they are horrified by the reports of what ISIL is doing.

I would like to ask my hon. colleague why it is so important to have an independent body determine if the crimes that ISIL is committing are in fact genocide.

[Walking the Line for Diabetes 2016, June 9th, 2016]

Mr. Speaker, I rise today to acknowledge the work of Jennifer Miller, a passionate and determined mother in London. Jennifer's two daughters, Haylee and Lilee, were both diagnosed with type 1 diabetes under the age of 10.

“Walking the Line for Diabetes 2016” was a passion project Jennifer created to bring awareness and make a difference in the future of all diabetics in Canada. She began her journey from the steps of London's own Banting House, the birthplace of insulin, to Parliament Hill. On June 6, Jennifer Miller completed her mission of walking 1,000 kilometres across Ontario.

Canadians such as Jennifer Miller have the power to change the conversation from a sense of defeat to empowering others who have been affected by this growing epidemic. I congratulate Jennifer. The people of London, as well as all Canadians, walk alongside her.

[Transport, June 7th, 2016]

Madam Speaker, I can appreciate the member for Vancouver East's concerns about accountability and can assure her that Canada port authorities are encouraged to hold themselves to high standards of transparency and accountability.

It is my understanding that the proposed Centerm expansion project is currently in the preliminary design phase. As a federal authority under the Canadian Environmental Assessment Act, the Port of Vancouver is required by law to conduct an environmental review of any proposed project on federal lands to determine if potential adverse environmental effects would exist.

Notwithstanding that, we encourage the Port of Vancouver and local communities to continue to work together to find long-term solutions that address the needs of the port as well as those of local communities.

[Transport, June 7th, 2016]

Madam Speaker, Canada port authorities were established in 1998 by means of the Canada Marine Act. They are shared governance organizations designed to be commercially competitive. In fact, under the legislation that established Canada port authorities, the Canada Marine Act port activities have to be self-sufficient. Eighteen Canada port authorities exist today, established as such because they are deemed to be of national significance to Canada's economy.

It goes without saying that they are critical drivers of local economies and also are a wealth of well-paying jobs for residents. Approximately 35,000 people are employed at the Port of Vancouver.

We depend upon these ports for a large portion of Canada's trade with the world. In fact, according to the Association of Canadian Port Authorities, 310 million tonnes of goods went through this country's port authorities in 2015. They connect Canada to world markets.

The Canada port authorities fall within the portfolio of the Minister of Transport. However, under the current legislation and regulations that Canada port authorities must follow, it is the board of directors that is responsible for the day-to-day management activities of a port.

This governance system also requires Canada port authorities to hold public annual general meetings, make public their annual reports, and post quarterly financial statements. This system also prevents governments from interfering in and politicizing the operations of these entities.

The Port of Vancouver is Canada's largest port and is a key economic enabler. It is a gateway to Asia-Pacific markets and is our largest Canada port authority. The Port of Vancouver handles 26% of all maritime tonnage in Canada, including close to 54% of all marine container traffic.

Our system of port authorities has served our country well for nearly 20 years. The government is looking at ways to ensure that it will continue to serve the economy, the environment, and the country for the next 20 or 30 years.

The government is looking at how Canada port authorities balance their need to remain competitive in global markets with being responsive to local communities and protecting the environment.

I appreciate the member for Vancouver East's concerns about the activities of Canada's largest port and can assure her that the port is strongly encouraged to work with local communities. In fact, the port has a strong track record with respect to building habitat restoration areas and protecting the environment while responding to growing trade demands.

The port authority's habitat enhancement program was intended to create, restore, and enhance habitats that would benefit the region's fish and wildlife. There are currently five ongoing habitat enhancement projects proposed by the port authority, including the Point Grey tidal marsh project and the New Brighton Park shoreline habitat restoration project in Vancouver.

These are the kinds of activities that are central to the port's ability to both meet its mandate as a key economic and trade enabler for Canada and ensure that it protects the environment and meets local needs.

[Railway Transportation, June 7th, 2016]

Madam Speaker, across Canada, passenger rail services link Canadians with other communities, allowing them to visit family and friends, pursue professional opportunities, and enjoy a range of cultural and tourist activities across the country.

Our government recognizes the importance of VIA Rail. We will want to take a carefully considered approach to ensuring that passenger rail services meet the needs of Canadians today and 30 years into the future. The government's decisions will be informed by the findings presented in the final report of the Canada Transportation Act review, which includes several recommendations that relate specifically to passenger rail services in Canada. Our government looks forward to considering the report, its findings, and possible actions to enhance Canada's transportation system. To that end, we are in the process of developing a forward-looking agenda for Canada's transportation system, including passenger rail services.

[Railway Transportation, June 7th, 2016]

Madam Speaker, I am pleased to have this chance to highlight our government's recognition of the important role intercity passenger rail plays in supporting Canada's overall economic prosperity and in the well-being of individuals.

Historically, intercity passenger rail networks have played an important role in linking communities in our country from coast to coast to coast. Today, Canadians continue to benefit from safe, efficient, and reliable passenger rail service for travelling between communities, whether for work, vacation, or visiting family.

VIA Rail carried more than 3.8 million passengers to various destinations throughout the country in 2015. While a majority of these passengers travelled between Canada's most populous cities in Ontario and Quebec, approximately 90,000 passengers travelled on VIA Rail's western Canada long-haul, the Canadian, which operates between Toronto and Vancouver.

Given the importance of passenger rail services, I am pleased that it has featured prominently in the final report of the Canada Transportation Act review, the Emerson report. Specifically, the review was mandated to consider how federally regulated passenger rail services can be delivered to meet travellers' needs while minimizing costs to the public purse.

As members know, our government tabled the review's final report on February 25. The final report provides important findings on a range of issues pertaining to Canada's transportation system, including intercity passenger rail services. Our government is carefully considering the report's findings and any actions required to further strengthen Canada's transportation system.

As well, we are looking forward to engaging further with Canadians on the report and its findings. On April 27, the Minister of Transport launched an engagement process with Canadians, stakeholders, and provinces and territories, to take place over the course of spring and summer 2016, in order to hear views and discuss ideas that will inform the development of a long-term agenda for transportation in Canada.

There is a range of recommendations relating to passenger rail services presented in the review's final report. At the same time, there are also important considerations relating to various options for the future of passenger rail in Canada. For example, VIA is putting forward a case for revitalizing services in the busy Quebec City–Windsor corridor.

On February 22, the government released budget 2016, which includes $3.3 million to support an in-depth assessment of VIA Rail's high-frequency rail proposal. In this context, the government will want to take the time necessary to determine the best approach to providing safe, efficient, and reliable passenger services in Canada that meet the current and future needs of Canadians.

[Abandoned Vessels, June 6th, 2016]

Mr. Speaker, I am pleased to rise and speak in support of private member's motion M-40 on abandoned and derelict vessels.

Before I start I wish to thank the hon. member for South Shore—St. Margarets on behalf of the government. As a representative of a beautiful coastal region in Nova Scotia, the hon. member and the people she represents have first-hand experience with this issue and the complications it poses.

The Government of Canada recognizes that abandoned and derelict vessels, including shipwrecks, are a growing problem for local communities. The potential issues are known. They can present fire and other hazards that threaten the security of surrounding infrastructure. They can place local fisheries and aquaculture businesses at risk. They can create negative economic impacts by taking up scarce moorage space at wharfs causing loss of revenue to property owners and local communities or by reducing the tourism draw of some of Canada's most picturesque waterfront communities. Additionally, the average age of Canadian vessels continues to rise so it is clear a solution is needed.

It is important to recognize that while most boats are disposed of properly, a small percentage of abandoned and wrecked vessels threaten to impact Canada's coastal and freshwater communities.

It is also important to clarify that not all abandoned and derelict vessels pose the same hazards and a risk-based approach is needed to ensure that the most hazardous vessels are addressed. This is where local and provincial partners can play an important role as they are well-placed to help determine which vessels pose the greatest risk to their local communities.

Although we may never eliminate all abandoned and derelict vessels, all stakeholders and all levels of government must work together to address the real risks that hazardous vessels pose.

Dealing with these hazardous vessels can be very expensive. It may require court proceedings to compel owners to take action on their vessels. That is of course if the owner is known. In other cases, irresponsible owners have simply walked away and chosen to no longer bear any responsibility for their property.

The first challenge, a key challenge we face, is the current regulatory and legal regime that governs abandoned and derelict vessels.

Under the Constitution Act, 1867, the federal government is exclusively responsible for matters related to navigation and shipping, but that legislation does not give us a comprehensive legal framework to address abandoned or derelict vessels that pose immediate risk to navigation, the marine environment, or safe operations of our waterways. This is clearly the first challenge we need to address.

Furthermore, current federal acts and regulations target the impacts from vessels, such as pollution or obstructions to navigation. They are designed to directly address the issue of abandonment and ultimately identify the owner of a vessel to hold him or her responsible.

The second challenge we face is clarifying roles and responsibilities. The issue is complex and involves a wide range of legal, economic, and social factors that fall under the jurisdiction of several federal departments and levels of governments in Canada. Allow me to explain the current scheme.

When a boat is a risk to navigation, Transport Canada acts. When a boat is a pollution risk, the Canadian Coast Guard is responsible to respond. Environment and Climate Change Canada also has a role to play in managing pollution incidents by providing advice to responders 24 hours a day, seven days a week. Moreover, Fisheries and Oceans Canada is responsible for boats abandoned in small craft harbours and provides scientific advice on risks to aquatic species and fisheries.

Likewise, provinces, territories, local governments, and indigenous organizations also have a role to play. Some own the land below the water and have shared jurisdiction over a boat anchored or moored there. They are also generally responsible for matters related to waste management, private property, and law enforcement. They are the eyes and ears along most waterways and know most about where these problem vessels are located and the hazards they pose.

We also need to recognize that action may not be required on every single vessel. We need a way to identify those vessels that pose the highest immediate risk.

The third challenge is the ability to track vessels and owners, follow up on vessels that pose a threat, and support remediation.

It is evident that Canada cannot continue with a boat-by-boat approach to abandoned and derelict vessels. We need a proactive, national strategy to address the problem.

The government's support of Motion No. 40 clearly signals our ongoing commitment to move forward with concrete actions to tackle this issue. We must first focus on prevention and ensure that Canada's waters do not become a dumping ground for abandoned and derelict vessels. We must ensure we can hold owners responsible for their vessels. This would be particularly helpful to address the great number of pleasure crafts that are abandoned in Canada.

Motion No. 40 supports the government's commitment to protect Canada's freshwater resources and oceans. It proposes that the government address gaps in existing authorities, for which we are devoted to working with provincial, territorial, local and indigenous partners, and other stakeholders to develop a long-term strategy to deal with abandoned and derelict vessels. As the federal government cannot solemnly address abandoned and derelict vessels, having shared responsibility with the other levels of government is essential.

Additionally, the Government of Canada is currently actively studying a number of legal and program options. One option for consideration is accession to the Nairobi International Convention on the Removal of Wrecks, which was adopted by the International Maritime Organization in 2007, and which came into force internationally last year. The Nairobi convention ensures that vessel owners take responsibility for remediating the hazards posed by wrecks resulting from maritime casualties, and requires large vessels, over 300 gross tonnes, to maintain wreck remediation insurance. However, the convention does not aim to improve vessel owner identification, but rather, aims to ensure that vessel owners are liable for actions taken to deal with hazardous wrecks. We are looking carefully at the Nairobi convention and all the comments provided to the government through targeted consultations.

To conclude, the motion aims to put in place measures that focus first on preventing the problem before focusing on how to remove these vessels. The government believes that supporting Motion No. 40 is the right thing to do, but is suggesting the following friendly amendments to further clarify language. I hope the member will accept these proposed changes and encourage all members to vote in favour of Motion No. 40.

I move:

That the motion be amended by:

(a) adding after the word “should” the following: “, in collaboration with provincial, territorial, municipal and Indigenous organizations”;

(b) deleting the words “by considering ratifying the International Maritime Organization's International Convention on the Removal of Wrecks, 2007, and”;

(c) replacing the words “create a mechanism” with the words “identify mechanisms”; and

(d) adding after the words “for a community” the following: “(f) consider measures to ensure owners are strictly liable for remediating abandoned vessels, such as acceding to the Nairobi International Convention for the Removal of Wrecks, 2007.”

[Air Transportation, May 19th, 2016]

Mr. Speaker, the government is very aware of the issues raised several times recently by the hon. member for Carlton Trail—Eagle Creek. The government believed in November 2015, and it still believes, that when making a decision about expanding an airport, the potential impact on one aircraft manufacturer cannot be examined in isolation. The effect on the local residents must be considered.

In addition, the government still believes in Bombardier's ability to continue to develop the C Series aircraft and to make new and innovative products that will enhance its standing in the international aerospace community and benefit the Canadian economy. The recent orders Bombardier has received for the C Series show clearly that this is a great aircraft and many airlines want to use the aircraft at many airports, not just at the Billy Bishop Toronto City Airport.

[Air Transportation, May 19th, 2016]

Mr. Speaker, I am responding again to the question asked by the hon. member for Carlton Trail—Eagle Creek regarding the government's position on the former proposal to amend the tripartite agreement among the federal government, the City of Toronto, and PortsToronto.

As noted previously, the proposal would have permitted the use of any capable jet aircraft, not just the Bombardier C Series, and allowed for the extension of the runway. As has been discussed before, in November 2015 the government determined that it would not agree to the amendment of the tripartite agreement to permit jet aircraft and extend the runway. As also stated before, the decision regarding the tripartite agreement and Billy Bishop Toronto City Airport was intended to strike a balance between commercial and community interests, environmental and cultural challenges, including the evolution of the Toronto waterfront.

Again, it has been suggested that Bombardier will not be able to carry on unless the amendments are agreed to. Once again, it is misleading to say that the only issue when examining the proposed amendments to the tripartite agreement was the impact on Bombardier. The government decision to not reopen the tripartite agreement was based on the needs of the city's residents and of those who live in the vicinity of the Billy Bishop Toronto City Airport.

The government, however, has faith in Bombardier and its products. It has been repeatedly stated that the Bombardier C Series is an excellent aircraft, a world-leading aircraft. It will not rise and fall based on a decision concerning a single airport. It does not need a decision to permit it, and only it, to fly to one specific airport. Not only would that be inappropriate in any circumstances, it would fly in the face of the multitude of factors and considerations that must be assessed and examined when airport expansions are being proposed.

The C Series can fly into most of the airports in the country and around the world, and it is gaining more and more opportunities to do so. The C Series aircraft will soon be in commercial service and represents a notable step forward in commercial aircraft development and aviation.

As noted previously, the order received from Air Canada will help not only Bombardier, but the airline and Canada's aerospace industry in general. As also noted, it will be entering commercial service soon with Swiss airlines. Swiss airlines has said on its website that the first flight will occur in mid-July of this year. Other deliveries have also been announced.

However, the most noteworthy announcement in the last month is that Delta Air Lines has placed a significant order for the C Series aircraft. It was announced in late April that Delta had ordered 75 C Series aircraft, with an option for 50 more, numbers that would make it the largest operator of this remarkable aircraft.

It does not seem to me that the sound decision to not amend the tripartite agreement has harmed Bombardier's sales. The aircraft continues to bring in sales, and when it is seen in commercial service and its promise is turned into action, I am confident more sales will be the result.