SoVote

Mr. Yves-François Blanchet (Beloeil—Chambly, BQ)

Apr/6/22 2:30:42 p.m.
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Mr. Speaker, yesterday the Minister of Environment and Climate Change served up a contradiction, first saying that he is waiting for environmental assessments on Bay du Nord and then talking about provincial jurisdiction. A Liberal talking about provincial jurisdiction is interesting, to say the least. For the sake of consistency and clarity, and to give a smidgen of credibility to the plan for reducing greenhouse gases, should the Prime Minister not immediately announce that he will not be approving the Bay du Nord project?

84 words

Context: House Hansard - 54 - Apr/6/22

Mr. Yves-François Blanchet (Beloeil—Chambly, BQ)

Apr/6/22 2:31:57 p.m.
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Mr. Speaker, we are finding out that the Bay du Nord project is going to be or is in the process of being approved. This comes as no surprise to anyone. We are talking about one billion barrels. The IPCC harshly criticized those countries that are shirking their responsibilities. It did not name names, but we understood that it was talking about Canada. There is a major inconsistency between the government's proposed reduction plan and the increase in emissions that will result from this project. Does the Prime Minister think that the IPCC is wrong and that it made a mistake?

102 words

Context: House Hansard - 54 - Apr/6/22

The Deputy Speaker

Apr/6/22 2:53:19 p.m.
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Order. The hon. member for Timmins—James Bay.

9 words

Context: House Hansard - 54 - Apr/6/22

Mr. Gord Johns (Courtenay—Alberni, NDP)

Apr/6/22 6:52:30 p.m.
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Madam Speaker, there is a situation in Union Bay on Vancouver Island in my riding. Baynes Sound, which is located on the east coast of Vancouver Island, is a 40-kilometre-long channel and is responsible for half of B.C.'s shellfish production. It is part of a 14-hectare provincial shellfish reserve. It is also the last major herring spawning ground in the province and is recognized by DFO as an ecologically and biologically significant area. It is also under immense pressure. In December 2020, a ship-breaking operation moved into Union Bay, where rusty vessels, ferries, barges and old U.S. survey boats are cut up and recycled for scrap metal. Ship-breaking is an important industry. As we can imagine, we want to get rid of derelict and abandoned vessels and we want to make sure that we do the right thing and recycle huge amounts of steel, but it is also one of the most hazardous industries in the world. Astonishingly, Canada does not have any ship-breaking regulations, and as a result, companies can quickly set up operations and begin dismantling vessels before regulators are even aware of their activity. Transport Canada says regulations are being considered and should be ready in the next three to five years. As we can imagine, that is not good enough. Canada could adopt the most stringent international regulations now if it wanted to. Much of the world's ship-breaking happens in countries with poor environmental and labour laws. About 70% of international ship-breaking happens on the shores of India, Pakistan and Bangladesh, making up about 90% of the industry's gross tonnage. Around 12% of Bangladesh's ship-breaking workforce are minors aged 14 to 17 years old. In the ship-breaking yards, minors often work at night because they have school during the day, earning three dollars a day. We need to be more responsible for all our waste, including vessels at end of life and ensure that human rights violations are not taking place. We have a robust ship-building industry emerging here in Canada that we need to invest in, and we could take on a lot of ship-breaking here too. It could be a huge opportunity, in fact. The risks of ship-breaking are huge. These old ships can contain asbestos, heavy metals like mercury and lead, polychlorinated biphenyls or PCBs, carcinogenic polycyclic aromatic hydrocarbons, contaminated bilge water and ballast water containing sediment and bio-organisms. These toxins affect both employees and their families because things like asbestos can be carried home on clothing, and we know what these toxins can do to the environment. The industry often suffers fatalities as a result of falls, fires, explosions and falling debris. An NGO website, Shipbreaking Platform, lists 429 deaths and 344 injuries just since 2009, but that number is likely much higher due to the under-reporting by these companies. There are three international conventions regulating ship-breaking: the Basel convention, the Hong Kong Convention and the EU Ship Recycling Regulation. The Basel convention was ratified by Canada in 1992 and is intended to stop developed countries from shipping hazardous waste, including old ships, to developing countries. It provides recommendations on procedures, processes and practices to ensure safe and environmentally sound practices, as well as advice on monitoring and verification of environmental performance. It has been difficult to apply the Basel convention to ships going for breaking, and shipping companies often falsely deny that ships are intended to be scrapped and instead claim they are going to repair yards. Canada feeds into this toxic trade economy by allowing commercial fleets, like BC Ferries, to sell vessels internationally. These shipping companies need to be more responsible.

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