BORDERLINE INSECURE
Why the Lack of Urgency to Fix Them?
What Will Happen If We Don’t?
An Interim Report by the Senate Committee on National Security and Defence
June 2005
MEMBERSHIP
38th Parliament – 1st Session
STANDING COMMITTEE ON NATIONAL SECURITY AND DEFENCE
The Honourable Colin Kenny, Chair
The Honourable J. Michael Forrestall, Vice-Chair
and
The Honourable Norman K. Atkins
The Honourable Tommy Banks
The Honourable Jane Cordy
The Honourable Joseph A. Day
The Honourable Michael A. Meighen
The Honourable Pierre Claude Nolin
*The Honourable Jack Austin P.C. (or the Honourable William Rompkey, P.C.)
*The Honourable Noël A. Kinsella (or the Honourable Terry Stratton)
*Ex Officio Members
Other Senators who participated during the 38th Parliament – 1st Session:
The Honourable Senators:
The Honourable Ione Christensen
The Honourable Anne C. Cools
The Honourable Percy Downe
The Honourable Rose-Marie Losier-Cool
The Honourable John Lynch-Staunton
The Honourable Terry M. Mercer
The Honourable Donald H. Oliver
The Honourable Gerard A. Phalen
The Honourable William Rompkey
The Honourable Peter A. Stollery
The Honourable David Tkachuk
MEMBERSHIP
37th Parliament – 3rd Session
STANDING COMMITTEE ON NATIONAL SECURITY AND DEFENCE
The Honourable Colin Kenny, Chair
The Honourable J. Michael Forrestall, Vice-Chair
and
The Honourable Norman K. Atkins
The Honourable Tommy Banks
The Honourable Jane Cordy
The Honourable Joseph A. Day
The Honourable Michael A. Meighen
The Honourable David P. Smith, P.C.
*The Honourable Jack Austin P.C. (or the Honourable William Rompkey, P.C.)
*The Honourable John Lynch-Staunton (or the Honourable Noël A. Kinsella)
*Ex Officio Members
MEMBERSHIP
37th Parliament – 2nd Session
STANDING COMMITTEE ON NATIONAL SECURITY AND DEFENCE
The Honourable Colin Kenny, Chair
The Honourable J. Michael Forrestall, Vice-Chair
and
The Honourable Norman K. Atkins
The Honourable Tommy Banks
The Honourable Jane Cordy
The Honourable Joseph A. Day
The Honourable Michael A. Meighen
The Honourable David P. Smith, P.C.
The Honourable John (Jack) Wiebe
*The Honourable Sharon Carstairs P.C. (or the Honourable Fernand Robichaud, P.C.)
*The Honourable John Lynch-Staunton (or the Honourable Noël A. Kinsella)
*Ex Officio Members
MEMBERSHIP
37th Parliament – 1st Session
STANDING COMMITTEE ON NATIONAL SECURITY AND DEFENCE
The Honourable Colin Kenny, Chair
The Honourable J. Michael Forrestall, Vice-Chair
and
The Honourable Norman K. Atkins
The Honourable Tommy Banks
The Honourable Jane Cordy
The Honourable Joseph A. Day
The Honourable Laurier L. LaPierre
The Honourable Michael A. Meighen
The Honourable John (Jack) Wiebe
*The Honourable Sharon Carstairs P.C. (or the Honourable Fernand Robichaud, P.C.)
*The Honourable John Lynch-Staunton (or the Honourable Noël A. Kinsella)
*Ex Officio Members
Canada-U.S. Land Border Crossings: Why Canadians Should Worry.
Backing up Infrastructure – Key to the Economies of Canada and the U.S.
66 Questions – Border Security
Map of Land Border Crossings in Canada
History of the Evolution of the Canada Border Services Agency
Organizational Chart of the CBSA
Diagram of a Typical Land Border Crossing
Comparison of Reverse Inspection vs. Land Pre-Clearance
Summary of Main Issues to be Resolved with Regards to Land Pre-Clearance
ModuSpec Risk Analysis Comparison
Chart Documenting the Construction Timeline to 2013
Windsor-Detroit Crossings and Crossing Corridor Alternatives
Senate Law Clerk’s Opinion on the Constitutionality of US-style Legislation
Biographies of Committee Members
Biographies of the Committee Secretariat
CHAPTER I
Canada-U.S. Land
Border Crossings:
Why
Canadians Should Worry
If terrorists wanted to cripple
The Parliament Buildings? The
If somebody really wanted to tear into
One very possible result: a continent-wide
shutdown of the border. What would a shutdown of
One only has to ponder the fact that 87 per cent
of
Our Border Dilemma
The lack of sufficient movement on
infrastructure issues related to the Canada-U.S. border is hurting the Canadian
economy and it will hurt it more in the future. It is estimated that every four
hour delay at the Windsor-Detroit crossing costs the
Without changes, congestion and delay at the Windsor-Detroit crossing will cost an estimated $20.8 billion (CDN) a year by 2030.[5]
Everybody has recognized the need to improve security since September 11th, 2001. But increasing security, without improving border mechanisms, tends to slow traffic, with obvious economic consequences.
The solution is to not treat security and trade as an either/or proposition. The border needs to be fluid and secure. The only way to increase security and ensure fluidity is to address personnel, operational and infrastructure challenges.
You can’t guarantee fluidity without adequate security, because a disaster could bring the border grinding to a halt – especially with the lack of backup at vital crossings.
This isn’t earth-shattering analysis. It has
been the essence of bilateral discussions between
Why This Report?
Our Committee, as part of its series of reports
investigating Canadian security since September 11, 2001, has spent more than
three years examining the strengths and weaknesses of how
In
past reports, the Committee has addressed vulnerabilities at
Some limited progress has been made in lessening the likelihood of disasters at those crossings, and more was promised in the federal government’s February 2005 budget.
However, our general assessment is that much more progress should have been forthcoming by now, on both sides of the border, in the more than three and a half years since 9/11.
How this report is structured
Chapter II focuses on rethinking the big picture. How can we adjust our priorities to make our land border crossings do what we need them to do?
Chapter III focuses on human challenges. Are our borders being monitored by enough personnel, trained and equipped to an appropriate level?
Chapter IV focuses on operations. Are the systems we have in place serving us well?
Chapter V focuses on infrastructure challenges at Windsor-Detroit. Why is this crossing so critical? Is there enough urgency on this file? How can we expedite the construction of any new crossings?
Chapter VI focuses on the Committee’s future direction.
CHAPTER II
Rethinking the Big Picture
What Roles Should Border Crossings Play?
1.
Is
2.
Is
3.
Is
4. Do Canadians have a sufficient understanding of how well or poorly border initiatives work? No.
Beyond the nuts and bolts of improving border mechanisms by increasing the skills of personnel, upgrading operational systems and reinforcing infrastructure, we need to reconsider the whole concept of how to make land border crossings work as well as they can for Canadians. What should be the primary mission of these crossings? And how will Canadians know whether their government is using these crossings to the best advantage of our citizens?
The Committee's conclusions are that:
1. "The border" represents a rare opportunity for society, through government, to monitor and assess who and what comes and goes. It should not be wasted.
2. To take advantage of that opportunity, the government needs to continue the shift of border priorities that has already begun away from revenue generation and toward security.
3. Ordinary Canadians do not have any way of knowing how effectively border security policies are being implemented. They should.
CONCLUSION 1: “The Border” is an opportunity. It shouldn’t be wasted.
Border crossings, of course, are meant to move people and goods efficiently from one country to the other. But there are other uses for the border, and the Committee believes that ensuring the well-being of Canadians should be at the top of the list. The government uses crossings to search for wanted persons or illegal entrants, prevent the importation of illegal commodities such as handguns, food and drugs, and to collect tariffs and taxes on goods purchased in the other country.
The
Bad things happen in every society, and bad
people often get away with doing bad things. There are limits to taking
measures to prevent this. The first is
the rights and freedoms guaranteed to everyone in
Given those two restrictions, there are few
opportunities, either in
Border crossings offer a nation its best chance to take a look at who and what is coming in. Border crossings provide border inspectors a chance to go eye-to-eye with those individuals intent on causing harm to Canadian society. It isn’t a perfect opportunity – in most cases the time to appraise a traveler won’t last more than 30 seconds. But it does allow trained officers to scrutinize the approximately 71 million people who cross the Canada-U.S. border every year. The opportunity to scrutinize people efficiently, intelligently and fairly can be squandered if proper training, resources and systems are not in place. They should be there.
Securing
Some argue that
The Committee supports the idea of a continental
security perimeter, but moving beyond that to a European-style customs union would
virtually eliminate the U.S.-Canada border. We need the border, partially for
security reasons. The land border and its crossings provide us with natural
chokepoints that work to protect both
The Committee believes that an essentially
borderless
For a start, consider the challenges being faced
by the European Union since the introduction of the Schengen Agreement – the
agreement which allows travelers in participating countries to cross
international frontiers without having to undergo personal inspections.[7] The agreement has devolved European security
to the point where the security of all of these countries is no stronger than
that of the weakest country. Focusing on the North American perimeter while
easing up on the border between
Second, it would undermine
§
responding
to threats before they reach
North America – damage at home can be avoided when the action takes place as far away from
§
defending
the perimeter of
§
maintaining
the border between
§
monitoring
threats and vulnerabilities within
Those four layers of defence need to be optimized. They complement one another. Easing up at the Canada-U.S. land border would weaken the strategy.
Border security works for Canadians. There are
elements of
It also works for Americans. The Canada-U.S.
border allows
Both countries are also protected from the movement of illicit drugs.
With good border security, we can protect our own country as well as be a good neighbour to a country that is vitally important to Canadians, politically and economically.
All these factors led the Committee to two
conclusions about how
CONCLUSION 2: Security should be the primary mandate of the Canada BorderServices Agency.
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Is collecting duties, tariffs and taxes at the border from companies and individuals the best use of CBSA personnel? Collecting custom import duties at the border was a major source of government revenues in the days before income taxes were introduced in 1917. But in fiscal year 2003-04 duties on goods carried by individual travelers accounted for less than one-tenth of one percent of total government revenue.
Given the importance to the Canadian economy of (a) moving people and vehicles quickly at our border crossings, and (b) providing optimal security at these crossings, the Committee believes that this question needs to be asked:
Is
The Committee believes that it is.
There are all kinds of ways for government to collect revenues, and they can be done without getting in the way of what should be the two main priorities of any government: first, to protect the physical well-being of its citizens; and second, to assure that the country is able to sustain an economic environment that provides opportunities for those citizens to better their lives. Focusing on security at border crossings – rather than the collection of duties on personal goods – would better serve both those priorities.
The need for a further culture shift
This focus would require a culture shift within
the Canada Border Services Agency (CBSA).
We acknowledge that there has been progress in placing emphasis on security. In 1998, for instance, Canada Customs and Revenue Agency officials (the predecessor agency to CBSA) were given the power of peace officers so they could enforce some specific laws under the Criminal Code, in addition to the powers they already enforced under the Customs Act.
On December 12, 2003, the government took another evolutionary step. It created the Canada Border Services Agency in the Department of Public Safety and Emergency Preparedness Canada. This brought together the Customs program from the Canada Customs and Revenue Agency, the Intelligence, Interdiction and Enforcement Program from Citizenship and Immigration Canada and the Imports Inspection Program from the Canadian Food Inspection Agency.[12]
National security is supposed to be one of
CSBA’s key missions, so those who speak for CBSA will tell you that security is
already part of the agency’s mandate.[13]
The Committee has seen little evidence that a
stronger security culture has taken root. There appears to be a disconnect
between senior managers at Headquarters in
The Next Step
The collection of duties, tariffs and taxes from individuals at border crossings should be de-emphasized. This would facilitate the necessary cultural shift within CBSA, and make Canadian-U.S. land border checkpoints more secure. More than eleven years after the North America Free Trade Agreement was signed – bringing these two countries into the brave new world of free trade – border officials should no longer be preoccupied with sorting out whether personal exemptions have been exceeded.
Enforcing compliance on what individuals purchase abroad and bring into the country has always been problematic. It is becoming increasingly more so with the growth of internet purchases.
Border officials told us that the amount of time they spend processing customs duties steals from the number of personnel deployed on the primary inspection line. For relatively little gain, it shifts the focus of border inspectors from security to tax collection. It doesn’t give border inspectors a chance to use the small amount of time they have to focus on the people they should be focusing on.
Border inspectors require more time to do what we expect them to do: guard our borders. This will have some impact on revenues. But the money foregone will be offset by the greater security. It would be a wise investment in the future of the Canadian economy.
Looking for the right stuff
Border inspectors focus on tell-tale signs of
suspicious behavior. Nervous people, who might be worried about having
purchased too much when they were away, often display such signs. Border
inspectors need more time to focus on people who might be a genuine threat to
Border officers told us that people who present
no threat to
Getting there from here
The Committee proposes that the federal government make the following adjustments to limits on personal expenditures in the country they have visited:
1. Harmonize personal exemption limits between
2. Work with the
TABLE
1: Current and Proposed Personal Exemption Structures in
|
|||||
Exemption Level |
|
|
|||
|
2005 |
2007 |
2010 |
2005 |
2010 |
|
Now
|
Harmoniz-ation within 2 years |
Move to increased exemptions within 5 years |
Now
|
Move to increased exemptions within 5 years
|
0 - 24 hrs |
$0 |
$200 US |
$2000 US |
$200 US |
$2000 US |
24 - 48 hrs |
$50 CDN |
$800 US |
$2000 US |
$800 US |
$2000 US |
48 hrs - 7 days |
$200 CDN |
$800 US |
$2000 US |
$800 US |
$2000 US |
7 days or more |
$750 CDN |
$800 US |
$2000 US |
$800 US |
$2000 US |
Implementing this proposal will take coordinated
effort between
Large corporations have clearly benefited from free trade. Retailers and consumers in general should be provided with increasing opportunities to share in the benefits. De-emphasizing the collection of customs duties and taxes at land border crossings would encourage this, while at the same time accomplishing the Committee’s main goal: to permit border inspectors to increase their focus on security.
RECOMMENDATION
1.
Restructure the personal exemption limits to allow the
Canada Border Services Agency to better focus on security. The restructuring
should include harmonization with
CONCLUSION 3: The Government should be more open with
Canadians about security.
In the post-9/11 world Canadians need to become more aware of and involved in the national security-related decisions that are taking place in Canada that will affect their long-term well being.
While this report is about border crossings, this conclusion applies to security problems across the board. The public has the right to be informed about the effectiveness of security systems that they are paying for. Without this knowledge Canadians cannot engage in informed discussions about their security.
Every Canadian has a sense of how much risk he or she is willing to tolerate in any given situation. One of the government’s primary roles is physical protection of its citizens. It has a duty to reduce physical risk wherever it can.
The government also has an obligation to be more open about how much risk its various security systems tolerate at any given time. Canadians have a right to this information
§ So they can make intelligent decisions about their own behaviour
§ So they can contribute to discussions about whether the government should be spending their money more wisely in trying to avert excessive risk
§ Because they are paying for these systems, and deserve an accounting of their effectiveness.
TABLE 2: UNSEARCHED TRAINS[16]
The Chairman, Senator Colin Kenny: Why does the CBSA have a concern about disclosing the number of containers searched when you have no concerns about telling us when we are not VACISing[17] any trains coming across the border?
Denis Lefebvre, Executive Vice-President, Canada Border Services Agency: That is because we are not VACISing any trains.
The Chairman: If you are prepared to say we are not inspecting any trains coming across the border, why are you not prepared to talk about where you are inspecting?
Mr.
Lefebvre: One
is more obvious than the other. The number of examinations that will take
place at a port is not as obvious as the fact that we are not VACISing trains
that are crossing into
The
Chairman:
It is pretty obvious when you are just running one shift with a VACIS at
Mr. Lefebvre: A VACIS is one thing, but we do some back-end examinations and we do some destuffing. That can take place any time of the day.
The Chairman: We understand that it is 2 per cent or 3 per cent.
Mr. Lefebvre: As I mentioned, it is a low percentage compared to the number of trucks that are coming through.
The Chairman: You have given us that information publicly before.
Mr. Lefebvre: It is preferable. We strongly believe at the agency that giving detailed operational information like that renders our operations less effective. Again, we would be quite delighted to provide the information to the senators, but we believe that the publicity attendant to this being widely communicated just renders our operations less effective.
|
Our point is simple: be honest with Canadians about how well, or poorly, current systems are working. Governments do not have to release the kind of details that would help a criminal take advantage of a gap at a particular border crossing, airport or sea port. But Canadians deserve to know what measures are being taken to protect them, and they have every right to know the results of tests taken to determine the efficacy of those measures.
Secrecy – particularly in the field of security – is too often the government default position. Openness should be the default position and secrecy the exception. Secrecy about security hides bureaucratic inefficiency and protects governments that aren’t doing what they should be doing to protect their citizens.
This Committee keeps asking questions about risk and measures supposedly being taken to avoid risk. Too often, we are not getting answers.
For example, the Committee has asked to see test results on the effectiveness of container screening at ports of entry, on license-plate readers at borders, and on the compliance verification measures in place for the Free and Secure Trade (FAST) and NEXUS programs.[18]
We have been stonewalled. Sunlight is the antiseptic of democracy. Trite but true.
Too often we hear the lame excuse that the government can’t afford to encourage terrorists by providing them with statistics about vulnerabilities. This is nonsense. Criminals know where the holes are because everyone who works in the vicinity of airports, sea ports and border crossings knows where they are. If criminals can find out, so can terrorists.
Strangely, while CBSA officials denied us numbers in all of these areas, they were pleased to share information that told us that they were doing absolutely nothing to match the American effort to screen trains coming across the border (see Table 2).[19]
This secrecy wasn’t an exception to the rule. The Committee found little pattern in the CBSA’s willingness to release information of this nature, other than the agency tends to be more secretive at the centre, in Ottawa hearings, than it does at its outposts – cities with ports and land border crossings that the Committee visited. In short, CBSA’s policy on the release of information appears to be something close to haphazard.
It is in the interests of Canadians if the agency adopts an intelligent, across-the-board policy. It should not release information that might help a wrongdoer circumvent security at a particular location, but it should be much more forthcoming on the success or failures of its security systems in general. Without that information in the public realm, any progress toward genuine reform is likely to be about as haphazard as CBSA’s information policy.
Canadians deserve periodic reports that will allow them to assess the quality of current security practices. These results should be made public after a suitable delay to give the government the opportunity to address any issues that might come to light.
TABLE 3: ACCEPTING THAT CANADIANS HAVE A RIGHT TO KNOW
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Extract from Committee Testimony, 11 April 2005:
Deputy Prime Minister Anne McLellan: Mr. Jolicoeur mentioned the emphasis on results. One identifies problems; usually those problems are identified in public in quite a high profile way as we may have noticed today, for example. Therefore people are aware of some of the challenges, some of them maybe problems, some of them maybe challenges, some of them maybe exaggerated. Having said that, it is fairly public what some of the challenges are and therefore I see nothing wrong as long as it is not revealing certain kinds of operational detail in telling you there is a plan and what key components are and what results we expect in six months, a year from that plan. Absolutely, everyone has every right to expect that.
The Chairman, Senator Colin Kenny: And tell us the results?
Ms. McLellan: Yes, absolutely.
|
When Deputy Prime Minister Anne McLellan testified to the Committee in April 2005, she appeared open to developing methods to share more information.
Months later, there have been no signs of any proposals to increase transparency.
RECOMMENDATIONS
2. The
government should implement a system of periodic effectiveness testing that
assesses the effectiveness of each of the components of
3. The government should release the results of periodic effectiveness testing of border security programs, after a delay sufficient to remedy problems.
CHAPTER III
Human Challenges
Canada Border Services Agency personnel face the
momentous task of processing more than 92 million travelers a year -- including
more than 71 million at the land border with the
Their judgments determine who,
and what, enters
Inspection officers do a commendable job with the resources provided. However, the Committee has seen no evidence that the resources provided enable inspectors to do the job that Canadians expect of them. To facilitate a culture shift towards security, the Canada Border Services Agency must address shortfalls in three areas:
§ The proper staffing of border posts
§ The provision of proper training for all officers on duty
§ The provision of adequate tools to ensure that officers who are responsible for security actually have the capacity to enforce security
CONCERN 1: Proper Staffing
Our three main concerns on staffing are these:
§ The CBSA workforce is generally understaffed for its missions
§ At many border posts inspectors actually work alone
§ A greater emphasis needs to be placed on security in the training syllabus for inspectors
§ Short-term replacement inspectors are not trained to the same standard as full-time inspectors
A. Inadequate staffing levels
Since 1994, trade between
During that same period, the number of U.S. Customs and Border Patrol agents assigned to the Canada-U.S. border has tripled.[24]
The Committee heard several credible arguments as to why staffing levels for Canadian inspectors should be significantly increased. For a start, CEUDA, the customs union, reported that inspectors often feel pressured to move lines quickly, rather than do their job thoroughly. The union also argued that when staffing is cut back dramatically during slow periods, the security of inspectors working without support is compromised. The Committee was informed that the Vehicle and Cargo Inspection System (VACIS) equipment used to scan trucks at the Windsor-Detroit border is only staffed one shift out of three, and that truckers communicate with others approaching the border as to whether they are likely to be required to undergo a VACIS search, or are better to wait until the equipment is shut down.
There are other areas in which it is clear to the Committee that security at land border crossings would be better served if staffing were increased. There is, for instance, no evidence of random testing of the FAST/NEXUS programs designed to allow easy passage for known users, for instance, which amounts to a license to smuggle. One other example: the Committee found scant evidence of internal audits at CBSA to determine whether inspection systems are working effectively, with appropriate attention to security. All of these weaknesses create holes in the system. To fill them will require additional staffing.
RECOMMENDATIONS
4. The Canada Border Services Agency deploy only inspectors fully-trained to the level of indeterminate employees to perform primary duties on inspection lines.
5. The number of personnel employed by the Canada Border Services Agency be sufficient to provide security commensurate with increased security threat associated with the increased traffic and threat at Canada-U.S. land border crossings in recent years.
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There are 139 ports of entry across
border personnel work alone at least part of the
time.[25]
At these posts, a single official collects duties and taxes, performs primary and secondary inspections, does immigration checks, and conducts food inspections. That is simply too many functions for a single border officer to perform effectively. Assigning one person to act as chief, cook and bottle washer is a recipe for disaster.
Quotes like this fuel the debate:
“Here I am at the Canadian border, we’re talking 7:30 p.m., and the guy’s sleeping. I can’t blame him, though – he was all alone on a 24-hour shift.”[26]
This quote, taken from the Montreal Gazette, surely addresses an exceptional case. But any case like this shows the system is flawed, and tells the outside world that we really aren’t taking national security seriously.
Since 2002, the Committee has been concerned about the practice of staffing land border crossings with one officer. Our report Canadian Security and Military Preparedness recommended that this practice be discontinued. Westand by that recommendation.
RECOMMENDATIONS
6. The Canada Border Services Agency ensure that at least half of all shifts at land border crossings be staffed by at least two persons by Dec. 31, 2006; and that all shifts at all land border crossings be staffed by at least two persons by Dec. 31, 2007.
7. The Canada Border Services Agency significantly increase its capacity to move extra personnel to posts during surge/emergency conditions, and that it document such an increase in capacity by Dec. 31, 2006.
C. Use of under-trained short-term replacements
The Canada Border Services Agency hires
insufficiently-trained, short-term replacements to fill holes in what is
supposed to be the front line of
This program is integral to CBSA's operations. Last year, for example, of the 2,595 inspectors who were assigned to work at land border crossings, 589 of them, roughly 22 per cent were replacements.[27]
According to CBSA, replacement hiring is especially intense in the summer for "operational reasons" because the traffic volume at the land border increases greatly and many permanent border personnel take vacations.[28]
Training for part-time staff is inadequate. It is inadequate compared to the training that full-time staff currently receive, and inadequate in comparison to the increased training full-time staff will receive in the future.
Intensive training programs for full-time staff at CBSA’s training facility in Rigaud, Que., used to take 13 weeks. These courses have since been cut back to 8 ½ weeks. However, CBSA assured us that they are planning to return to 13-week courses. This does not mean a return to the more comprehensive earlier training. Rather, it is predicated on the fact that all inspectors are now to be cross-trained to perform many customs, immigration and food inspection duties, following the amalgamation of those responsibilities under CBSA. In other words, the training will be broader, rather than more intense.
Meanwhile, part-time employees receive only 2-3 weeks of training. This training is not imparted at the specialized training site at Rigaud. It is offered up on the job.
Canadians must take account of the fact that the
primary inspection line is our last, best chance to take the measure of who, or
what, is trying to enter
As CBSA Executive Vice-President Denis Lefebvre noted in testimony "we have literally hundreds of risk factors" that officers use to assess risk. But "first and foremost," he said, "they are based on our own experience."[29] Point well made.
Mr. Lefebvre and his agency should not be assigning poorly-trained, inexperienced people to make up one-fifth of inspectors, on whom Canadians are counting to utilize a wide variety of risk assessment skills during the peak of the travel season.
CBSA contends that replacements do not perform the same tasks as regular officers (such as enforce the Customs Act and Criminal Code), that they are always supervised, and that they never perform secondary inspections.[30] This is not true.
Documentation Contradicts Testimony
The Committee is in possession of a growing pile of documentation – in the form of timesheets from a number of border posts – that directly contradicts CBSA’s assurances. According to these timesheets, some replacements work without supervision, some work alone, and some conduct secondary inspections. We had heard stories to this effect; the time sheets document these stories.
Members have come to the conclusion that CBSA, on a number of occasions, has assigned part-time personnel to duties for which they have no training and little, if any, experience.
This is unacceptable, even as it stands. But such practices will become even more untenable if the government responds to recommendations the Committee will make later in this report that inspectors take on greater responsibility for reducing the number of undesirable persons entering Canada. Some of these people will present a threat to anyone trying to get in their way. We need trained people to deal with them.
The Committee has no objection to CBSA introducing students to the complex responsibilities of border inspectors. But it stands by Recommendation 4, above, that only fully-trained employees be deployed to perform primary roles on inspection lines.
RECOMMENDATION
8. The Canada Border Services Agency investigate the possibility of pairing students with full-time inspectors at land border crossings so that students could earn both summer wages and credits toward community college diplomas associated with policing and security.
CONCERN 2: The Provision of Proper Training for all Officers on Duty
If the evolution from tax collection to security is to continue, it is important that training for border personnel evolves as well. As Denis Lefebvre testified to the Committee, experienced people are one of the Agency’s key assets.[31]
These key assets must be trained in a complex set of skills that will allow them to make critical judgments that impact on the security of the border every day.
Major training programs for customs personnel, which are supplemented by ongoing training, are currently delivered within the following programs: the Customs Inspector Recruit Training Program, the Port of Entry Immigration Officer Training Program and the Student Customs Officer Training Program.
CBSA has assured the Committee that "All Customs officers, including students, receive the training and the tools that they require to perform their duties effectively and efficiently."[32]
Cultural Sensitivities
Since the integration of Citizenship and Immigration Canada and the Canadian Food Inspection Agency last year, CBSA has been re-examining its training program. There are a number of ways a new syllabus could introduce a greater focus on security matters. One of the areas in which the Committee believes training for inspectors is deficient relates to sensitivity toward other cultures.
Understanding other cultures is important because officers need to know whether certain types of behaviour from persons of one cultural background necessarily mean what they generally mean in our society.
Some cultures may exhibit different degrees of anxiety in the presence of authority figures, for instance, simply because of experiences they may have had in other countries. In some cultures it is a sign of disrespect to look an elder in the eye. In short, knowledge of cultural differences will help inspectors perform the important task of separating suspicious people from harmless people.
Secondly – and perhaps more importantly – it is
essential that inspectors show respect for persons of all cultural backgrounds.
Many Americans and Canadians with roots in the
Failure to provide inspectors the type of training that encourages the demonstration of respect and sensitivity could foment hostility and bitterness. Hostility and bitterness aren’t likely to promote the more secure Canadian society the Committee has in mind.
RECOMMENDATIONS
9. The Canada Border Services Agency expand its training programs in line with its newly focused mission on security as opposed to tax collection.
10. The Canada Border Services Agency improve its training programs for border agency personnel, with a special focus on components that increase skill sets for questioning techniques and cultural sensitivity.
CONCERN 3: Providing the Tools to do the Job
Some jobs in our society are a lot riskier than others. Those of us with office jobs don’t face the daily risks associated with being a platoon commander, a police officer or a jail guard. Nor do we face anything like the risks associated with being an inspector at a border crossing.
A significant part of the role played by inspectors involves searching for drugs, guns and illegal entrants, many of whom will have been involved in criminal activity. Dealing with people like this on a regular basis, and trying to defend Canadians from whatever malfeasance they may be up to, is a risky way to make a living.
Reports of violent incidents at land border crossings are relatively infrequent. This, the Committee believes, is due in part to the fact that CBSA lacks a credible system for reporting and cataloguing these types of incidents. Between August 2000 and October 2002, the most recent period for which statistics were available, 63 critical incidents reports were filed, involving threats or assaults to officers.[33]
Does the government have a
duty of care to reduce the risk involved for CBSA inspectors doing a difficult
job? Absolutely. In fact,
Does the government have an obligation to reduce risks posed to Canadian society by the entry of dangerous persons and goods? It does.
The recommendations at the end of this chapter connected to providing inspectors with the tools they need to do their jobs are based on these two considerations:
(a) reducing risk for inspectors themselves;
(b) reducing risk for all Canadians threatened by the entry of dangerous persons and goods at Canadian land border crossings.
Barging In
When officers are not threatened by aggressive entrants, it is sometimes because these people simply barge past them. CBSA says it cannot provide an official count of the number of vehicles that have crashed Canadian land border crossings in recent years, but anecdotal reports indicate that these incidents have become numerous.[34] Clearly, any serious attempt to reduce these border crashings would create another element of risk for border inspectors.
Should the Canadian government be attempting to reduce the number of vehicles that crash their way into the country with relative impunity? The Committee believes that it is difficult to argue that the issue of security at our borders is being taken seriously if such an attempt is not made. An armed presence at the border would act as a deterrent against some who would otherwise consider crashing the border.[35]
How Can One Defend Without Confronting?
It will be difficult to place a greater emphasis
on preventing the entrance of dangerous weapons and/or dangerous people into
On the one hand the federal government amended the Criminal Code of Canada and the Customs and Excise Act in 1998 to allow customs officials to act as peace officers. On the other hand, at approximately the same time, the government instructed those peace officers not to confront persons believed to be armed and dangerous.
The "Canada Customs and Revenue Agency Interim Policy on the Handling of Armed and Dangerous Lookouts" states that "should a Customs Officer encounter an individual who is identified as being the subject of an armed and dangerous lookout, the Customs Officer should allow the individual to proceed and immediately notify the police and provide as much detail as possible to enable apprehension."[36]
Catch-22
There is an element of Catch–22 to this policy, because, based on the testimony the Committee has received, in the vast majority of cases there are no police. At least, not any police close at hand, nor any police able to drop their other duties and rush to the scene of a border incident.
CBSA has working agreements with the RCMP and municipal police forces whereby they are supposed to assist if border inspectors call on them. In February, 2003, then Minister of National Revenue Elinor Caplan pronounced if "the situation ever warrants the use of firearms at the border, existing police forces will be deployed to deal with potential security risks."[37]
There are two problems here. The first problem
is distance. Sometimes supporting police forces are simply too far away to be
of any use. In southern
The second problem is frequent lack of response to calls to police. Even in cities near the border, calls from CBSA officers have to compete with the other policing priorities of adjacent forces. This sometimes means that responses are slow, and sometimes it means they are non-existent. A number of customs officers told us that they have simply given up calling police to deal with crises and/or illegal behaviour.
To Arm or Not to Arm Inspectors:
The ModuSpec Job Hazard Analysis
The government has supported its policy not to arm border officials with a 2003 Job Hazard Analysis performed by ModuSpec Risk Management Services for the Canada Customs and Revenue Agency. In it, ModuSpec recommended against arming border inspectors. The Committee gained access to copies of both the final analysis and the working draft that was presented to the CCRA's National Health and Safety Policy Committee.
The draft version recognized that there was considerable risk to unarmed border inspectors at some locations and while it recommended against arming border inspectors, it did recommend that the government increase or ensure police presence for the "confidence and peace of mind for border officers."[39] The final version of ModuSpec's Job Hazard Analysis omitted this recommendation and simply recommended that officers not be armed (see Appendix XI).[40]
It is unclear why there is a difference between the two versions. When asked, CBSA President Alain Jolicoeur testified to the Committee, "I am not aware of any request to alter the report.”[41]
Jolicoeur suggested that the Committee ask ModuSpec. The Committee did. In response, ModuSpec General Manager Stephan Zuberec wrote:
“It is ModuSpec’s practice to provide clients with draft reports for review and comment prior to issuing a final report. Typically, the client will contribute comments, additions, deletions and other edits to the draft report that they want included in the final report.
“This practice would have been applied to the draft report that was submitted to the National Health and Safety Policy Committee.[42]
In other words, the job hazard analysis was altered.
The Committee’s Position
The Committee’s assessment is that it is just a matter of time before an unarmed border inspector attempting to exert the authority of a peace officer suffers serious injury at the hands of persons who are armed.
The
Committee also believes that border inspectors should really be peace officers. They should be ready
to guard
Unless the federal government is prepared to provide an around-the-clock on-site armed police presence at each and every border crossing at which Canadian border personnel are stationed, border officers should be equipped with firearms and trained in their proper use.
Canadian police officers are armed because they are responsible for security on our streets. If there is not going to be a permanent police presence at Canadian border crossings, border inspectors should be armed because they are responsible for security at those crossings.
Arming inspectors would give them better protection, act as a deterrent to aggressive and illegal behaviour at our borders, and continue the evolution toward putting a new emphasis on security at crossings.
To Arm or Not to Arm?
Like the vast majority
of Canadians, Committee members prefer words to bullets. We have come
grudgingly to the conclusion that – if the government of
It
should be noted that in a previous report, the
Myth of Security at
There
will always be those who will argue that all guns are bad, and that every
additional gun increases the likelihood that
The vast majority of Canadians don’t have a problem with Canadian police officers carrying firearms, partially because they have proven themselves to be models of restraint in using them. There is no reason to believe that well-trained border officers would be any less restrained.
In
fact there are provisions within the Criminal Code as to when and how police
officers are allowed to resort to the use of weapons in serious situations.
Police officers abide by those restrictions, because they are liable to
criminal charges and dismissal if they do not. On the opposite page there is an
Inspection officers currently carry pepper spray and batons. The Committee does not feel that these provide inspectors with adequate tools to protect themselves and deter potentially dangerous people from behaving violently at border crossings. Nor, in the absence of a permanent police presence, do they offer Canadians the kind of security that should be provided at our borders.
Source: The Canadian Association of Chiefs of Police, A National Use of Force Framework (November 2000), 13. Available at: http://www.cppa-acpp.ca/ILEC/Standards/Canada%20National%20Use%20of%20Force%20Model%202000.pdf. Last visited: June 06, 2005.
The Time has Come
In the early going there was some suspicion among Committee members that CEUDA, the union representing border inspectors, was mainly advocating that inspectors be armed so those inspectors would be paid more for additional responsibilities. That may be part of the union’s reasoning, and, if so, so be it.
The Committee has come to the conclusion that, whether or not border personnel are paid more to carry guns, whatever additional costs might be involved would constitute a worthwhile investment in both protection and prevention.
Arming border officials in a systematic fashion
to standards that are based on rigorous qualifications and testing should not
present huge problems to a country as dependent on efficient and effective
security at our borders as is
There are some inspectors currently employed with CBSA who will not want to be armed, or who would not qualify to be armed. [44] Those officers should be “grandfathered.” This will take several years. New recruits should be hired to carry firearms, and trained to carry firearms.
Unless the federal government is willing to guarantee armed police presence whenever border stations are open, it should get on with arming its border inspection officers.
RECOMMENDATIONS
11. The Canada Border Services Agency make mandatory the timely reporting and cataloguing of critical incidents faced by personnel.
12. The Canada Border Services Agency include a tally of those incidents in the Agency’s annual report to Parliament.
13. The federal government arm border officers if it is not prepared to station and maintain an RCMP presence at all border crossings.
14. If the government does go ahead with arming border officers, it create a firearm qualification and recertification program that meets or exceeds the Firearms Course Training Standards of the Royal Canadian Mounted Police.
CHAPTER IV
Operational Challenges
Good people must be backed by good systems. Border inspectors cannot work effectively if the operational components of the systems that surround them are flawed.
Significant operational problems persist at Canadian land border crossings. Solving them would go a long way toward providing Canadians with better security, an improved economy and less frustration at our borders.
Three goals the federal government should be pursuing:
1. Improving the access of frontline officers to complete and timely information from police, intelligence and customs databanks
2. Instituting reverse customs and immigration inspections so both Canadian and American authorities check people out before they use a border crossing
3. Promoting a system whereby people entering
ISSUE 1: QUICK ACCESS TO RELIABLE DATABANKS
The Committee found no evidence that the Canada Border Services Agency has connected all its border posts with the databanks they need, nor that those databanks that are available to some posts are providing the kind of picture that border officers need to do their job. The Committee has been pursuing this issue since January 2003. Any progress that has been made over that period has been slow and incomplete.
Disconnect
62 border posts cannot access the Border Agency mainframe despite promises two years ago that connecting them was a priority |
More than two years after then Minister of National Revenue Elinor Caplan promised to “connect the unconnected [border posts],” and
explained that it was “an important priority,” 62 land border crossings remain unconnected.[45]
These 62 posts lack the ability to query databases directly for information about people trying to cross the border.
According to CBSA, "CBSA is currently developing a business case to address connecting all of the unconnected offices."[46]
Senator Joseph Day questioned CBSA President Alain Jolicoeur and Deputy Prime Minister Anne McLellan about these unconnected posts on April 11, 2005.
In response to Senator Day's questions, Mr. Jolicoeur said that connecting these offices was "a matter of infrastructure" and he blamed a lack of bandwidth in the border posts for the delay.[47]
Senator
Day asked whether, in any of the 6 offices in which CBSA personnel are
co-located with
Senator
Day then asked whether
Mr. Jolicoeur promised to inform the Committee which of CBSA’s 62 offices CBSA plans to have connected in this fiscal year. At the time of writing, this information had not been provided.
Upgrading
telecommunications systems to provide adequate bandwidth is not a mystery in 21st
century
It is an embarrassment that this problem drags on.
Accessing the right information
It
is important that inspectors on primary lines have access to the right
information to help them make quick assessments as to whether travellers might
present a danger, be wanted by the law, be illegal entrants into
In December 2004, the Committee cautiously praised CBSA for the introduction of Integrated Primary Inspection Line (IPIL) technology at some border posts – mostly airports. It noted the Auditor General's criticism, however, that the IPIL system was not synchronized with the RCMP's database of Canada-wide arrest warrants. To this point the Committee is unaware of any actions that have been taken to remedy this situation.
Since December, two other related issues have come to light.
First,
CEUDA, the union which represents border
inspectors, has reported problems with the way information is
displayed for many primary inspection line personnel. According to the Union,
the Primary Automated Lookout System (PALS), which inspectors use at land
border crossings, only returns the most recent event on the record of each
traveler – even if there are multiple events stored in a person’s case history.
As a result, a history of problems could be hiding behind one uneventful
crossing. Further, according to the
Second, border personnel on primary and secondary inspection lines have access to at least nine distinct databases. The complicated task of mixing and matching within such a multi-headed data information system is both time-consuming and error-prone.
RECOMMENDATIONS
15. The Canada Border Services Agency connect all 62 unconnected border posts with real-time access to the customs mainframe by January 1st, 2006.
16. The Canada Border Services Agency upgrade the quality and fuse the data that is available to officers on the primary and secondary inspection lines.
ISSUE 2: REVERSE INSPECTION
The key land border crossings between
Reverse inspections, a process under which people and goods would be subject to examination prior to departure from their country of origin, would lessen this vulnerability. Reverse inspection is two way pre-clearance.
Land pre-clearance and reverse inspections are not identical. When the term land pre-clearance is used, only one country might be operating on foreign soil. Reverse inspections implies a reciprocity – both countries are pre-clearing at all given crossings (see Appendix IX).
Land pre-clearance was one of the 32 areas to be
worked on under the Smart Border Declaration that
There are no plans to introduce reverse inspections at Canada-U.S. border crossings. Even the preliminary introduction of a pilot project for land pre-clearance – which would be an improvement but not as significant an improvement as reverse inspections – has been unacceptably slow.
It was only in October 2004 that Deputy Prime Minister
Anne McLellan and then
On April 11, 2005, CBSA President Alain Jolicoeur
testified that "We have started the treaty negotiations. After that we
will need legislation. We believe that within six months all the discussions
will be finished and we will have a final product. It will be two years before
we have
By the time
It is true that there are legal hurdles to overcome and infrastructure issues to address in the implementation of pre-clearance and/or reverse inspection. The legal hurdles centre around the powers CBSA inspectors can exercise outside of their native country (see Appendix X).[52]
The Committee believes that as long as both countries focus on finding compromises that aim to create an equivalency of outcomes – as opposed to clinging to traditional rights – these issues may prove challenging. They are not, however, by any means insurmountable.
A version of pre-clearance is
already in place at eight airports in
Infrastructure issues also present a challenge at land border crossings. Adequate pre-clearance arrangements – including proper screening facilities and secure dedicated roadways – can and should be incorporated into new infrastructure construction. Existing border crossings will have to be adapted to accommodate pre-clearance, and reverse inspection.
Consideration should be given to the possibility of exchanging sovereignty over small parcels of land on either side of critical border crossings to overcome some of the legal hurdles and to hasten the arrival of reverse inspection.
Land pre-clearance represents only one step in the right direction toward screening potential threats to critical infrastructure before those threats reach the infrastructure itself.
It is disturbing that it will take six years
(2001-2007) to make even that small, vital improvement at one of the major
crossings linking
The Canadian and American governments need to increase communication and cooperation and address the challenge of reverse inspection with the urgency it deserves.
RECOMMENDATIONS:
17. The federal government develop and publicize an implementation plan for pre-clearance, with clearly understood timeframes.
18. The government move, with U.S. cooperation, to expand pre-clearance into continent-wide reverse inspection at all bridge and tunnel crossings.
ISSUE 3: RELIABLE DOCUMENTATION
The lack of any requirement for people entering Canada
to present documentation that inspectors know is reliable, and that clearly
identifies a person significantly reduces the chances of officers nabbing
someone who should not be entering the country. It therefore reduces
The current requirement for
For an American, or someone who claims to be an American, that means they can enter with any combination of documentation, they choose. For example, someone born in Providence but living in New Orleans can, with their Rhode Island birth certificate and Louisiana Driver's License, enter Canada at any crossing. This presents a difficult challenge to a border officer trying to assess the authenticity of identification. Requiring machine-readable documents would save time and allow border officers a greater chance to concentrate on travelers who may pose a threat to Canadian security.
In short, machine readability would be a major time saver for border officials and requiring a biometric would help ensure that persons presenting documentation are who they say they are.
Using biometrics is no longer a particularly expensive, complicated or revolutionary process. Many new computers now accept a simple application of an approved user’s thumb to the correct spot on the computer as a password. As for introducing identity cards that swipe, there are very few credit cards and other types of formal identification that do not swipe anymore. So why not come up with a standard set of modern identification that is reliable and easy to use?
RECOMMENDATION
19. By 2007,
the government require documentation of all people entering
a. Tamper-proof;
b. Machine-readable;
c. Biometrically enhanced; and,
d. Known to have been issued on the basis of reliable documentation.
CHAPTER V
Backing up Infrastructure – Key to the Economies of Canada and the U.S.
Some
border crossings are obviously more important to
Bridges
and tunnels connecting
Governments should be addressing problems at these crossings with a sense of urgency that has not been apparent to the Committee.
Two critical weaknesses require a greater sense of urgency:
§ Outdated infrastructure at key land crossings is inadequate to permit both fluid and secure movement of goods and vehicles; and
§ Insufficient backup of bridges or tunnels if a current border crossing is damaged or destroyed
Why Backups are Critical
Debate over expanding current land border crossings, or building new crossings, has been driven to date by analysis of when current crossings will reach their maximum capacity, rather than analysis of what economic damage would be done if any given crossing were badly damaged or destroyed.
This
is a mistake. While no-one in their right mind sees the takeout of a land border
crossing as a likely scenario,
neither should anyone in their right mind dismiss the appalling economic impact
that such a takeout would have on both
Backup crossing infrastructure is needed to reduce the vulnerability of key crossings. Backup crossings would reduce the reliance on potential failure points. They would provide an alternative in the event of a key crossing going down.
TWO CRITICAL CRITERIA FOR ANY FUTURE
WINDSOR-DETROIT CROSSING
Studies
are now underway to determine what new infrastructure is needed at the vital
Windsor-Detroit crossing to expand the capacity currently provided by the
Commerce using the Windsor-Detroit crossing not only depends upon reliable transportation links, but alternative links as well. The Committee opposes any design for improving border crossing infrastructure at Windsor-Detroit that fails to include a new, separate crossing for cars and trucks.
Twinning
current infrastructure might be less costly than providing a discrete new
crossing. But twinning will not decrease the potential that a crossing will be
taken out by man-made or natural disaster, and therefore cannot satisfy the
national security requirements of
Adequate
space must also be provided for reverse inspection facilities. Canadian and
RECOMMENDATIONS
20. Only those proposals for new crossing infrastructure at Windsor-Detroit which provide separate and secure infrastructure redundancy be considered.
21. Any new crossing constructed at Windsor-Detroit include facilities for reverse inspection.
FOCUS ON Windsor-Detroit
The
most important land border links between
Why the crossings at Windsor-Detroit are so important
Approximately
23 per cent of trade between
TABLE 4: Total value of trade by mode passing through the Detroit-Windsor Gateway, January 2004-December 2004 (in Canadian and U.S. dollars):[57]
|
|||
|
|
||
Truck |
CDN$64,040,595,255 [US$51,347,494,592] |
Truck |
CDN$53,049,823,006 [US$42,535,137,112] |
Rail |
CDN$8,081,260,931 [US$6,479,522,876] |
Rail |
CDN$15,960,117,084 [US$12,796,758,406] |
Pipeline |
CDN$77,335,496 [US$62,007,293] |
Pipeline |
CDN$133,208,756 [US$106,806,251] |
|
$0 |
|
CDN$30,650 [US$24,575] |
Other |
CDN$383,226,421 [US$307,269,420] |
Other |
CDN$2,440,464 [US$1,956,754] |
All surface modes |
CDN$72,582,418,103 [US$58,196,294,181] |
All surface modes |
CDN$69,185,202,104 [US$55,472,419,904] |
Total two-way trade at Windsor-Detroit: |
$141.67 billion (CDN) $113.67 billion (USD) |
The
crossings at Windsor-Detroit represent a critical continental linkage. Like the
natural gas pipelines connecting western
The Autopact, the 1965 agreement between Canada and the U.S. that opened the way for Canadian auto plants to produce automobiles for sale in the U.S., followed by the Free Trade Agreement (FTA) and the North American Free Trade Agreement (NAFTA), has created a highly integrated market in southwestern Ontario and southeastern Michigan.
In
this marketplace, auto assembly plants across southern
These relationships reduce costs by relying on just-in-time production, the principle of having parts ready just as they are needed, rather than maintaining expensive inventories in an assembly plant or a warehouse. A longer-than-normal border slowdown or a border shutdown would hinder the Just In Time delivery system. Manufacturing would grind to a halt.
The reliability of delivery schedules is key to just-in-time production. If reliability cannot be assured, manufacturers would either have to greatly increase inventories, or seek alternative providers for parts and supplies.
Uncertainty regarding border delays translates into
real costs for Canadian and
Here is just one example of the effect that investors’ wariness about the reliability of Canada-U.S. border crossings is already having:
According to Bruce Birgbauer, a
“The companies
they were supplying did not want them to be located on the Canadian side. My
own belief is that that (sic) is probably the No. 1 issue for companies seeking
to locate in southwestern
Border risk seems to have
played a part in deterring that investment from
The Potential impact of Border Shutdown at Windsor-Detroit
As noted in Chapter 1, the impact of even short-term delays at Windsor-Detroit to the economies of both Canada and the United States is estimated to be substantial - $7 million (CDN) and $14.31 million (CDN) for every four-hour delay respectively. This projected cost would grow significantly if the duration of a border disruption were to last longer.
If
a shutdown were to disrupt trade for two days, the economic loss to
At
two weeks, the disruption, despite the inevitable steps to mitigate the
situation would cause a net economic loss of about $1.08 billion (CDN) to
Windsor-Detroit, and Ontario-Michigan, face a potential crisis because:
§ There is no backup for crossing infrastructure, leaving the border vulnerable to shutdown
§ There is little apparent urgency to creating a new crossing that would provide appropriate redundancy
§ Because there is no backup and there is no backup likely in the near future, reliability for just-in-time production cannot be assured
The current process TO FIX WINDSOR-DETROIT
While typical conversations about border infrastructure at Windsor-Detroit focus on border traffic delays, the 2015 date when the current bridge and tunnel are projected to reach capacity, and the presence of truck traffic on Windsor's streets, the real issue should be the need for a new, separate crossing. Now.
The creation of the new crossing is but one element of the bi-national process currently examining the Windsor-Detroit corridor.
In the short- to medium-term, the federal, provincial and municipal governments have collaborated on a joint strategy called “Let's Get Windsor-Essex Moving” to address border inefficiencies, delays and the resulting traffic congestion on downtown streets.
As
part of “Let’s Get Windsor-Essex Moving,” the federal and provincial
governments have committed funds to improving the road approaches to the
Windsor Gateway. In the joint September 2002 announcement, the governments
unveiled a five-year program worth $300 million (CDN), cost-shared equally,
devoted to the relief of congestion problems.[64]
Examples of shorter-term mitigation solutions include: introduction of a
dedicated FAST lane in November 2004, and the introduction of intelligent
transportation management systems (ITS) on
Developing
a new crossing for Windsor-Detroit is seen as a medium-to-longer term element
in the strategy. A bi-national and multi-jurisdictional process called the “
The Partnership launched the environmental assessment phase of its work in March 2005.[65] No site selection is planned until late 2007 or early 2008. Currently, it is holding meetings in border communities to allow for public input. The bi-national partnership will also work with local governments and councils. It will honour the legal and procedural requirements of each nation for environmental assessments and related documentation.
After the environmental assessment is completed, a site will be selected, a crossing designed and then constructed. The goal is to begin design in 2008 and construction in 2010-2011 with the completion of the expanded/additional crossing in 2013.[66]
When Smart Becomes Stupid
The type of cautious, step-by-step, approach
currently underway is clearly the most intelligent approach for non-urgent
projects. This is not one of them. Windsor-Detroit
is of such strategic importance to both
What the process fails to take into account is the possibility that the Partnership’s timelines are unrealistic and likely to slip and that a crossing could be permanently disrupted between now and the completion of a new crossing.
The projected 2013 completion date will slip, because:
A. Government estimates are notoriously unreliable.
There is too much potential slippage involved in a target as distant as 2013. Completing a new crossing by 2013 at Windsor-Detroit will require coordinated decision-making and agreements from 6 different governments in two countries, the buy-in of the private sector and non-governmental organizations, and the design and completion of a major infrastructure project.
It will require that all four remaining stages of the current process (environmental assessment, site selection, design and construction) complete their work on time.
These are the kinds of milestones that governments often fail to meet. Take, for example, just a few famous Canadian infrastructure projects that came in years after they were due:
TABLE 5: Border infrastructure agenda |
Extract from Committee Testimony, 1 December 2004:
Senator Norman Atkins:
Who should drive the agenda?
Bob Keyes, Senior Vice-President of the Canadian Chamber of Commerce:
That is a good question. There are six governments involved, as well as business. We are all wrestling with the steering wheel, but we all want the bus to keep moving. |
§
The
§
The Olympic Stadium,
intended for the 1976 Summer Olympic Games in
§
The
Given the number of governments and the complicated nature of the relationships involved, the Committee is pessimistic that a new crossing at Windsor-Detroit will be delivered on schedule – even the lengthy schedule that has been laid out.
B. The Dirty Little Secret
American leaders are very good at saying the right things in public:
“The
Windsor-Detroit Gateway has figured prominently in our plans. As a sign of the
high priority we place on this goal, we assigned two very able public servants
the task of turning our commitment into action -- Deputy Prime Minister John
Manley, and
“Three-mile
backups at major crossings like Niagara-Buffalo and Windsor-Detroit are all too
common. Space and infrastructure limitations and staffing issues are vexing.
Impacts on business are serious and are forcing changes in how our companies do
business. Tourism is down, not just because of SARS or differences in political
opinions, but also due to the public’s perception that crossing the border is
becoming a hassle. We’ve worked closely with the Government of Canada to
improve border security and ensure efficient movement of people and goods.”[68]
-- Roger F. Noriega, Assistant Secretary of State for
“We support the private sector's efforts to reduce transit times by 25
percent in the Detroit-Windsor Gateway.
This will require the effort of theentire community.
DHS will do its part. And if all
stakeholders are involved – bridge, tunnel and ferry operators; exporters and
importers; and governments at all levels, on both sides of the border – we can
achieve that goal. We can build barriers
to terrorists and bridges to one another.
We can eliminate gaps that our enemies could otherwise exploit.”[69]
–
“The efficient
movement of people and goods requires the right infrastructure to support it,
and the right technology and intelligence to secure it.”[70]
–
More recently,
“This project
[the environmental assessment process undertaken by the Bi-National
Partnership] is critical because international trade is essential to the
economic and employment security of
But
when Committee members pressed a number of
And Americans, of course, vote for them. Canadians don’t.
Border uncertainty could well prove to be a cancer for
the Canadian economy. The
Border
uncertainty serves the interest of certain businesses and some local
politicians in
If industry perceives the
border crossings at Windsor-Detroit to be unreliable, then in time
The American mantra since 9/11 has been that national
security trumps trade. But to some American communities that would like to see
investment in
TABLE 6: Border infrastructure delays |
Extract from Committee Testimony, 1 December 2004:
“Eight years is an eternity in the foreign direct investment world.”
Mark Norman, President and CEO, DaimlerChrysler
|
The
American people need improved
The
American people need improved Canada-U.S. border crossings for economic
reasons. This may be less well known to Americans generally,
but corporate
And
yet political foot-dragging persists on the
It is in
Parochial interests should not be allowed to undermine the general interests of two great countries.
RECOMMENDATION
22. The federal government move in 2005 to fund an awareness campaign that will outline to Canadians and Americans the security and economic benefits that would result from reinforcing Canada-U.S. border crossings quickly and the potential cost of not doing so.
C. The current process will be challenged
Witnesses
from the federal and
"I know you are not suggesting that we take any kind of legal shortcuts here, because that could end up with lawsuits, and part of what we are trying to do is to ensure that the process is respected so that everybody believes that he or she has been treated fairly, and the prospect of any kind of legal action against whomever is reduced, one would hope, to almost nil.”
The Deputy Prime Minister’s contention that adhering to the existing bi-national process will avoid litigation is overly optimistic.
The Committee is convinced that the process has been ill-considered from day 1 because it has been based on the presumption that litigation can be avoided. The Deputy Prime Minister has been the recipient of bad advice bordering on the naïve.
The eventual solution to Windsor-Detroit will be a major piece of infrastructure affecting two large cities, and competing local and business interests: no amount of careful adherence to process will eliminate the inevitability of litigation. If there is to be litigation, it would be better to get on with it now rather than later.
And, if a crossing is disrupted in the meantime…
The Partnership process is based on the
assumption that
As Senator Jim Munson asked Bruce McGuaig, one
of the lead
“Are not the dates [projected for the completion of a new crossing] slightly misleading? What happens to the dates if you lose one of these crossings? Tragedy? You have all these expectations here. Those dates would be out of whack, would they not?”
McCuaig responded:
“That is not an assumption that has gone into this evaluation. If there were an event of that nature, then some other action is going to be required to respond to that. This process is not built on the assumption that we would lose access to one of the crossings.”
The
Committee does not believe that
SOLUTIONS: ExpeditING construction
at Windsor-Detroit
Given the consequences of inaction, all avenues that could lead to a more reasonable timetable need to be considered. The Committee believes that it is necessary to adopt innovative approaches to accelerate the timeline for the completion of a new crossing at Windsor-Detroit. We propose three.
Accelerator 1: Begin the design phase as soon as possible
Parallel
to the Partnership process, various stakeholders have engaged engineering and
consulting firms to examine the options in the Windsor-Detroit corridor. One of
those was Sam Schwartz Engineering PLC which completed a study of possible
crossing alternatives for the City of
The
company’s report examined the five alternatives for crossing corridors laid out
in the Bi-National Feasibility Report (a pre-cursor
report to the current environmental assessment process).[76]
While these five alternatives have not been singled out as final candidates for
the eventual crossing, they are likely candidates.
It
is the Committee's view that as many steps of the Partnership’s process as
possible should be undertaken simultaneously. Without prejudicing the eventual
outcome, the federal government should do what it can to commence design on
four of the five options presented by the Schwartz Report before awaiting the
eventual outcome of environmental assessment of the “
It is the Committee’s belief that there is enough urgency to this project to get on with design for four of the five options while environmental issues are being thrashed out. That will add to the cost of the process. But compared to what delays are already costing the Canadian economy and could further cost the economy if something goes wrong at the bridge or the tunnel, Canadians should consider the extra cost an investment in avoiding disaster.
The Committee’s recommended approach could save at least two years in delivering a new crossing to Windsor-Detroit by allowing the Partnership to proceed almost seamlessly from environmental assessment to construction.
Accelerator 2: Construct a crossing outside of Windsor-Detroit
We cannot afford to allow the process to get bogged down in the local politics of Windsor-Detroit.
In
the interests of ensuring there will be a new crossing along the land border,
the government should consider implementing a strategy similar to the one that
has been adopted to solve the infrastructure challenge at the St.
Stephen-Calais crossing along the border between
The notoriously busy crossing at St. Stephen-Calais runs through the centre of both towns and often backs up traffic for hours. The strategy currently being implemented to address this challenge is the construction of a new crossing that bypasses the communities all together.[78]
That
could be a good strategy for Windsor-Detroit. The government should initiate a
process to examine possible alternative crossings either north of Lake St.
Clair along the Ontario-Michigan border or along the
A. Serve as an alternative route for the 14% of vehicles that travel through Windsor-Detroit as part of long distance journeys;
B. Provide a backup and alternative to the bridge and the tunnel without further congesting these cities and without alienating groups likely to challenge any new structures;
C. Introduce an element of competition from other potential crossing sites to the deliberations of officials in Windsor-Detroit, which might spur action.
Accelerator 3: Grant the Deputy Prime Minister the power to expedite construction through legislation
The
importance of the crossings at Windsor-Detroit to
That being the case, the federal government has both the mandate and obligation, in the interests of national security, to remedy the situation as quickly as possible by creating an additional separate crossing (see Appendix XIV).
It should do so by introducing legislation granting the Minister of Public Safety and Emergency Preparedness the authority to expedite construction of key border infrastructure.
The legislation should include provisions that allow the Governor-In-Council, upon the recommendation of the Deputy Prime Minister, to waive all laws that must be waived to ensure expeditious construction of barriers and roads at land border crossings designated to be in the interest of national security.
The legislation should limit the legal recourse of those who want to block the decision to build border infrastructure that is subject to a waiver (but not limit their right to compensation from harm that expediting the process might inflict).
Similar legislation is working its way through the United States Congress to expedite construction on its borders.[79]
RECOMMENDATIONS:
23. The federal government, in the interests of national security, introduce legislation that would grant the Governor-in-Council, upon the recommendation of the Minister of Public Safety and Emergency Preparedness, the authority to expedite border infrastructure construction.
24. The federal government ensure viable crossing designs are completed before 2008.
25. The federal government work with the
26. The federal government immediately undertake a study of the feasibility of crossings outside of the Windsor-Detroit metropolitan area.
CHAPTER VI
Afterward
This report has not
endeavoured to be an all-inclusive assessment of the problems
Subsequent reports will examine the following subjects:
A. The challenge of ensuring security between border posts
There is encouraging work being done by the multi-agency bi-national Integrated Border Enforcement Teams (IBETs) in 15 regions along the Canada-U.S. land border.
IBETs actively employ intelligence-based policing techniques that allow them to focus on identified threats rather than simply send out scouting patrols.[80] IBETs appear to be a valuable asset, but the public has no way of knowing. The government has yet to disclose any systematic measurements which demonstrate that IBETs have succeeded in reducing border threats.
The Committee is not yet convinced that IBETs, in themselves, provide enough security between crossings. We recognize that it makes sense to direct crime-fighting resources through intelligence and analysis, rather than simply patrol on a hit-and-miss basis.
However, we have questions about what more may need to be done.
§ Beyond their publicized successes, how well do IBETs really perform?
§ How big a role should they play in the border surveillance mix?
§ Is there a need for a border patrol in addition to the IBETS? If so, who should undertake it?
§ What role should other technologies like unmanned sensors, cameras, and unmanned aerial vehicles, play in watching the Canada-U.S. border?
B. Securing the length of the supply chain
Ferreting out potential trouble before it gets to the border obviously enhances security at Canada-U.S. border crossings.
Millions of containers are
shipped by truck or rail between
The
Committee has begun an examination of the integrity of
§ Port and airport security;
§ The risk assessment process used to vet goods from the point at which they are loaded, through their journey to Canada, their shipment within Canada, and their arrival at a final destination; and,
§ Container bonding and documentation, container handling and in-transit control, container inspection techniques and technologies, and container physical security.
Some of the key unanswered questions in this new study are:
§ How can we implement a container monitoring system that tracks containers and verifies their integrity throughout their journey through the entire course of the supply chain?
§ How effective are Canadian targeting and inspection regimes?
§
Has
§
Should
C. Monitoring FAST and NEXUS participants
The
Committee will also study the effectiveness and integrity of programs designed
for known and trusted shippers – programs like Free and Secure Trade (FAST) and
FAST
and
FAST
participants include 26,000 drivers, 15 import companies and 367 freight
carrying companies. Approximately 75,000 travelers are enrolled in
These
programs are certainly needed. FAST and
It is important that FAST and NEXUS programs do not become unrestricted free passes to smuggle. All programs that involve security need to prove themselves beyond the level of superficial success, and the Committee has questions as to what is happening behind the scene:
§ How effective are screening procedures for applicants to these types of programs? What are the rates of acceptance, rejection, and renewal? How often program members caught cheating the system?
§ What steps are being taken to conduct random checks on registered participants to ensure that unscrupulous people aren’t taking advantage of their seal of approval to smuggle illegal goods through?[84]
§ What measures are in place to assure than non-approved vehicles aren’t crashing the special lanes set up for FAST and NEXUS participants?
§ What plans does CBSA have to upgrade infrastructure at plazas nearby border crossings so that trucks could get the go-ahead away from border crossings and then move through secure routes to the crossings, which would speed things up for truckers and decrease congestion at crossings?
D. Public disclosure of information related to the effectiveness of security
As the Washington-Post argued last August,
“Unnecessary secrecy erodes public confidence in government. It makes it impossible to take at face value government assertions that information is genuinely sensitive - even when it is. And in a post-Sept. 11 world, needless secrecy is downright dangerous insofar as it prevents the open sharing of information that ought to have many different pairs of eyes examining and analyzing it.”[85]
Enough said. This is an issue the Committee will continue to revisit.
APPENDIX I
Order of Reference
Extract from the Journals of the Senate, Wednesday, October 20, 2004:
It was moved by the Honourable Senator Kenny,
That the Standing Senate Committee on National Security and Defence be
authorized to examine and report on the national security policy of
(a) the capability of the Department of National Defence to defend and protect the interests, people and territory of Canada and its ability to respond to and prevent a national emergency or attack, and the capability of the Department of Public Safety and Emergency Preparedness to carry out its mandate;
(b) the working relationships between the various agencies involved in intelligence gathering, and how they collect, coordinate, analyze and disseminate information and how these functions might be enhanced;
(c) the mechanisms to review the performance and activities of the various agencies involved in intelligence gathering; and
(d) the security of our borders and critical infrastructure.
That the papers and evidence received and taken during the Thirty-seventh Parliament be referred to the Committee; and
That the Committee report to the Senate no later than March 31, 2006 and that the Committee retain all powers necessary to publicize the findings of the Committee until May 31, 2006.
After debate,
The question being put on the motion, it was adopted.
Paul C. Bélisle
Clerk of the Senate
APPENDIX II
Index of Recommendations
1.Restructure
the personal exemption limits to allow the Canada Border Services Agency to
better focus on security. The restructuring should include harmonization with
2. The
government should implement a system of periodic effectiveness testing that
assesses the effectiveness of each of the components of
3. The government should release the results of periodic effectiveness testing of border security programs, after a delay sufficient to remedy problems.
4. The Canada Border Services Agency deploy only inspectors fully-trained to the level of indeterminate employees to perform primary duties on inspection lines.
5. The number of personnel employed by the Canada Border Services Agency be sufficient to provide security commensurate with increased security threat associated with the increased traffic and threat at Canada-U.S. land border crossings in recent years.
6. The Canada Border Services Agency ensure that at least half of all shifts at land border crossings be staffed by at least two persons by Dec. 31, 2006; and that all shifts at all land border crossings be staffed by at least two persons by Dec. 31, 2007.
7. The Canada Border Services Agency significantly increase its capacity to move extra personnel to posts during surge/emergency conditions, and that it document such an increase in capacity by Dec. 31, 2006.
8. The Canada Border Services Agency investigate the possibility of pairing students with full-time inspectors at land border crossings so that students could earn both summer wages and credits toward community college diplomas associated with policing and security.
9. The Canada Border Services Agency expand its training programs in line with its newly focused mission on security as opposed to tax collection.
10. The Canada Border Services Agency improve its training programs for border agency personnel, with a special focus on components that increase skill sets for questioning techniques and cultural sensitivity.
11. The Canada Border Services Agency make mandatory the timely reporting and cataloguing of critical incidents faced by personnel.
12. The Canada Border Services Agency include a tally of those incidents in the Agency’s annual report to Parliament.
13. The federal government arm border officers if it is not prepared to station and maintain an RCMP presence at all border crossings.
14. If the government does go ahead with arming border officers, it create a firearm qualification and recertification program that meets or exceeds the Firearms Course Training Standards of the Royal Canadian Mounted Police.
15. The Canada Border Services Agency connect all 62 unconnected border posts with real-time access to the customs mainframe by January 1st, 2006.
16. The Canada Border Services Agency upgrade the quality and fuse the data that is available to officers on the primary and secondary inspection lines.
17. The federal government develop and publicize an implementation plan for pre-clearance, with clearly understood timeframes.
18. The
government move, with
19. By 2007,
the government require documentation of all people entering
a) Tamper-proof;
b) Machine-readable;
c) Biometrically enhanced; and,
d) Known to have been issued on the basis of reliable documentation.
20. Only those proposals for new crossing infrastructure at Windsor-Detroit which provide separate and secure infrastructure redundancy be considered.
21. Any new crossing constructed at Windsor-Detroit include facilities for reverse inspection.
22. The federal government move in 2005 to fund an awareness campaign that will outline to Canadians and Americans the security and economic benefits that would result from reinforcing Canada-U.S. border crossings quickly and the potential cost of not doing so.
23.The federal government, in the interests of national security, introduce legislation that would grant the Governor-in-Council, upon the recommendation of the Minister of Public Safety and Emergency Preparedness, the authority to expedite border infrastructure construction.
24. The federal government ensure viable crossing designs are completed before 2008.
25. The federal government work with the
26. The federal government immediately undertake a study of the feasibility of crossings outside of the Windsor-Detroit metropolitan area.
APPENDIX III
Who the Committee Heard From
Mayor Town of Happy February 3, 2005
|
Adams, Superintendent Bill Federal Services Directorate RCMP June 9, 2003
|
Adams, Mr. John Commissioner Canadian Coast Guard May 5, 2003
|
Adams, Corporal Terrance CFB Borden Technical Services CFB Borden June 25-27, 2002
|
Addy,Major General (ret’d)Clive National Past Chairman Federation
of Military and United Services Institutes of October 15, 2001
|
Alarie, Master Corporal Bernadette CFB Borden June 25-27, 2002
|
Alexander,Dr.Jane Deputy Director February 04, 2002
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Allan, Major Murray Deputy Commanding Officer Royal January 27, 2003
|
Allard,The HonorableWayne Ranking
Member (Republican – Virginia), February 05, 2002
|
Allen,Mr.Jon Director
General, Department of Foreign Affairs and International Trade January 28, 2002, March 17, 2003
|
Amos, Chief Warrant Officer Bruce 423 Maritime Helicopter Squadron, 12 Wing Shearwater January 22-24, 2002
|
Anderson, National Defence May 2, 2005
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Andrash,Mr.P. (Duke) Sergeant 481, Vancouver Police Department November 18-22, 2001
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Arcand, Chief Warrant Officer Gilles 5th Combat Engineer Regiment CFB Valcartier September 24, 2003
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Atkins, Chief Superintendent Ian Criminal Operations Officer, H Division, RCMP January 22-24, 2002, September 22-23, 2003
|
Atkinson, Ms. Joan Assistant Deputy Minister, Policy and Program Development Department of Citizenship and Immigration January 28, 2002
|
Audcent, Mr. Mark Law Clerk and Parliamentary Counsel Senate of December 2, 2002
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Avis, Captain Peter Director of Maritime Policy, Operations and Readiness Department of National Defence April 7, 2003
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Axworthy, Dr. Thomas Chairman, Centre for Study of Democracy Queen's University September 29, 2003
|
Badger, Captain Chris J. Vice President, Operations, November 18-22, 2001
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Baird, Master Corporal Keith Bravo Squadron CFB May 7-9, 2002
|
Baker, Mr. Mike Vice-President, Corporate Management Canadian Air Transport Security Authority November 25, 2002
|
Baker, Lieutenant-Colonel Roy Wing Logistics and Engineering Officer CFB June 25-27, 2002
|
Balnis, Richard Senior Research Officer Canadian November 18, 2002
|
Baltabaev, M.P., Mr. Tashpolot May 12, 2003
|
Barbagallo, Lieutenant Jason The Black Watch November 5-6, 2002
|
Bariteau, Lieutenant-Colonel François Commanding Officer, Canadian Forces Leadership and National Defence June 1, 2005
|
Barrett, Major Roger R. Operational Officer, 2 RCR CFB Gagetown January 22-24, 2002
|
Barrette, Mr. Jean Director Security Operations, Safety and Security Group Transport November 27, 2002 / December 2, 2002
|
Bartley, Mr. Alan Director General, Policy Planning and Readiness, Office of Critical Infrastructure Protection and Emergency Preparedness July 19, 2001
|
Basrur, Dr. Sheela Medical Officer of Health City of October 30, 2003
|
Bastien, Major-General Richard Deputy Commander of Air Assistant Chief of the Air Staff Department of National Defence December 03, 2001
|
Bastien, Commander Yves Formation Administration Officer Maritime
Forces January 22-24, 2002
|
Baum, Major Nigel J4 CFB May 7-9, 2002
|
Bax, Ms. Janet Director General, Programs Office of Critical Infrastructure Protection and Emergency Preparedness October 20, 2003
|
Beare, Brigadier-General Stuart A. Commander, Land Forces Western Area National Defence March 7, 2005
|
Beattie, Captain Davie Canadian Parachute Centre Adjutant CFB June 25-27, 2002
|
Beattie, Lieutenant-Colonel Mark Senior Staff Officer, Canadian Forces Support Training Group, CFB Borden June 25-27, 2002
|
Beazley, Chief Frank September 23, 2003 |
Beers, Master Corporal Robert CFB Borden June 25-27, 2002 |
Begin, Mr. Robert Regional
Director, Office of Critical Infrastructure Protection and Emergency Preparedness October 27, 2003
|
Begley, Inspector J.J. (Jim) Federal Policing Service RCMP November 18-22, 2001
|
Belcourt, Chief Warrant Officer Mario 12th Canadian Armoured Regiment 5th Canadian Mechanized Brigade CFB Valcartier September 24, 2003
|
Commander, HMCS Queen National Defence March 9, 2005
|
Intelligence Analyst Organized Crime Agency of B.C. November 18-22, 2001
|
Belzile,Lieutenant-General (ret’d)Charles Chairman Conference of Defence Associations October 15, 2001
|
Bercuson, Dr. David J. Director, Centre for Military and Strategic Studies April 19, 2004 and March 8, 2005
|
Bernier, Warrant Officer Michel 5th Military Police Platoon CFB Valcartier September 24, 2003
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Canadian Parachute Centre Training Officer Commander CFB June 25-27, 2002
|
Berthiaume, Lieutenant-Colonel Philip (Res) Essex and Kent Scottish Regiment December 1, 2004
|
Berthiaume, Mr. Tim Deputy Fire Chief City of February 10, 2003
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Bildfell, Mr. Brian Director, Ambulance Services City of February 27, 2003
|
Bilodeau, Mr. Ronald Associate Secretary to the Cabinet, Deputy Minister to the Deputy Prime Minister and Security and Intelligence Coordinator Privy Council Office February 24, 2003
|
Bishop Jr., The Honorable Sanford D. (Democrat – Georgia) February 05, 2002
|
Bissonnette, Captain J.R.A. Commander, 5th Military Police Platoon CFB Valcartier September 24, 2003
|
Black, Mr. Bob Director, Office of Emergency Preparedness City of January 28, 2003
|
Black, Lieutenant Colonel Dean C. Commanding Officer, 403 Squadron CFB Gagetown January 22-24, 2002
|
Blackmore, Mr. David Director of Building and Property, Emergency Operations Centre Manager City of St. John’s March 31, 2003
|
Blair, Colonel Alan 12 Wing Commander National Defence May 5, 2005
|
Blair, Master Warrant Officer Gérald CFB May 7-9, 2002
|
Blanchard, Master Corporal Piette CFB Borden June 25-27, 2002
|
Blanchette, Lieutenant-Colonel Michael Commander, CFB June 25-27, 2002
|
Bland, Professor Douglas Chair of Defence Management Program, Queen’s University October 29, 2001 / May 27, 2002
|
Blight, Master Corporal 8 Air Maintenance Squadron 8 Wing June 25-27, 2002
|
Blondin, Colonel Yvan Wing Commander, 3 Wing Bagotville National Defence June 1, 2005
|
Bloodworth, Ms Margaret Deputy Minister Public Safety and Emergency Preparedness February 15, 2005
|
Boisjoli, Lieutenant-Commmander André Commanding Officer, HMCS Glace Bay, Maritime Forces January 22-24, 2002
|
Commanding Officer The Black Watch, Royal Highland Regiment of November 5-6, 2001
|
Bon, Mr. Daniel Director General, Policy Planning, Assistant Deputy Minister, Policy Department of National Defence July 18, 2001
|
Bonnell, Mr. R.J. (Ray) Superintendent, Officer in Charge, Protective Services Branch, RCMP December 2, 2002
|
Boswell, Lieutenant-Colonel Brad Acting Director of Army Doctrine CFB May 7-9, 2002
|
Bouchard, Major-General J.J.C Commander, 1 Canadian Air Division National Defence March 10, 2005
|
Boucher, Mr. Mark National Secretary Treasurer Canadian Merchant Service Guild February 2, 2005 |
Boulden, Ms Jane November 29, 2004
|
Bourgeois, Mr. Terry District
Chief, Rural District 3, Communications, Fire and Emergency Service, September 23, 2003
|
Boutilier, Dr. James A. Special Advisor (Policy), Maritime Forces, Pacific Headquarters Department of National Defence June 9, 2003
|
Bowes, Lieutenant-Colonel Steve C.F.B. Gagetown National Defence January 31, 2005
|
Boyer, Colonel Alain Commander 15 Wing National Defence March 9, 2005
|
Bramah,Mr.Brian Regional Director Transport November 18-22, 2001
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Brandt, Mr. Brion Director, Security Policy Transport May 5, 2003
|
Bradley, Corporal John Imagery Technician 17 Wing
Imaging and Associate Air Force Historian, 17 Wing November 18-22, 2001
|
Brochet, Inspector Pierre, Chief of Operation,
Planning Section, September 26, 2003
|
Brodeur, Vice-Admiral (Ret’d) Nigel As an individual March 1, 2005
|
Brooks, Captain Melissa CFB Petawawa June 25-27, 2002
|
Brown, Major Chris 424 Squadron CFB June 25-27, 2002
|
Emergency
Planning January 30, 2003
|
Buck,Vice-AdmiralRon Chief of the Maritime Staff Department of National Defence December 03, 2001, August 14, 2002, April 7, 2003
|
Buck, Vice-Admiral Ron Vice Chief of the Defence Staff National Defence December 6, 2004
|
Buenacruz, Corporal Wing Administration 8 Wing June 25-27, 2002
|
Bugslag, Mr. Bob Executive Director, Provincial Emergency Program Government of March 1, 2005
|
Bujold, Mr. Guy Assistant Deputy Minister Infrastructure
February 7, 2005
|
Bullock,Ms.Margaret Manager, Security Awareness, Policy and Regulatory
Corporate Security, Air November 18-22, 2001
|
Burke,Captain (N)Greg Chief of Staff,
Maritime Forces Department of National Defence January 22-24, 2002
|
Burke,Mr.Sean Research Associate, National Security Studies, Council on Foreign Relations February 04, 2002
|
Burr, Ms Kristine Assistant Deputy Minister, Policy Transport February 7, 2005
|
Burrell, Mr. Bruce Assistant
Deputy Chief Director, September 23, 2003
|
Regional
Director, Canadian Coast Guard February 2, 2005
|
Calder,Mr.Kenneth Assistant Deputy Minister, Policy Department of National Defence November 26, 2001, August 14, 2002, April 26, 2004, October 25, 2004
|
Cameron,ColonelScott Director of Medical Policy on the staff of the Director General Health Services (DGHS) Department of National Defence December 10, 2001
|
Cameron, Captain Keith CFB Petawawa June 25-27, 2002
|
Campbell, Anthony Vice-President, Canadian Association for Security and Intelligence Studies June 3, 2002
|
Campbell,Lieutenant-GeneralLloyd Commander of Air Command and Chief of the Air Staff Department of National Defence December 03, 2001
|
Campbell, Master Corporal Steve 426
Training Squadron, 8 Wing June 25-27, 2002
|
Camsell, Lieutenant-Colonel J.F. 36th Service Battalion February 2, 2005
|
Caouette, Sergeant Denis, Operational Planning
Section, September 26, 2003
|
Capstick, Colonel Mike Director, Land Personnel Strategy Patricia’s Canadian Light Infantry March 10, 2005
|
Caron, Corporal Denis National Support Arrangements Coordinator, Coast and Airport Watch National Coordinator, Organized Crime Branch, RCMP April 7, 2003
|
Caron, Lieutenant-General Marc Chief of Land Staff National Defence February 7, 2005
|
Carroll, Lieutenant-Commander Derek HMCS Tecumseh National Defence March 8, 2005
|
Castillo, Corporal Marvin CFB May 7-9, 2002
|
Castonguay,Staff SergeantCharles Unit Commander RCMP November 5-6, 2001
|
Cellucci, H.E. Paul Ambassador Embassy of the August 15, 2002
|
Cessford, Lieutenant-Colonel Michael Acting
Commader, Canadian Forces Joint Operations Group, CFB May 7-9, 2002
|
Chapin, Mr. Paul Director General, International Security Bureau, Department of Foreign Affairs and International Trade February 23, 2004
|
Charette,Mr.Serge National President Customs Excise Union Douanes Accise January 22-24, 2002
|
Chartier, Honorary Lieutenant-Colonel Victor G., OMM, CD. The Black Watch November 5-6, 2002
|
Chartrant,Lieutenant-CommanderYves Acting Commanding Officer, HMCS Huron Maritime Forces Pacific November 18-22, 2001
|
Chow, Lieutenant Commander Robert Commanding
Officer, HMCS Unicorn ( January 27, 2003
|
Christie, Mr. Ryerson Researcher, Centre for International and Security Studies March 21, 2005
|
Cirincione,Mr.Joseph Senior Director, Non Proliferation Project, The Carnegie Foundation February 05, 2002
|
Clapham,Superintendent,Ward D. Officer in Charge RCMP November 18-22, 2001
|
Clark, Captain Robert CO BW No.2497 Cadet Corps Head Librarian, Law Library November 5-6, 2002
|
Clarke, Master Corporal James Gulf Squadron CFB May 7-9, 2002
|
Clarke, Mr. Shawn Acting
Regional Director, October 27, 2003
|
Coble,The HonorableHoward Ranking
Member (Republican, February 07, 2002
|
Cohen, Mr. Andrew Associate Professor, School of Journalism and Communications March 21, 2005
|
Collenette, P.C., M.P., The Honourable David Michael Minister of Transport December 2, 2002
|
Connolly, Mr. Mark Director General, Contraband and Intelligence Services Directorate, Customs Branch February 10, 2003, September 22, 2003
|
Connolly, Mr. Mark Head, Customs Contraband, Intelligence and Investigations Canada Border Services Agency February 23, 2004
|
Conyers, Jr.,The HonorableJohn Ranking
Member February 07, 2002
|
Cooper, First Officer Russ Toronto Representative, Security Committee Air
November 4, 2002
|
Corcoran,Mr.James Former Deputy Director, Operations Canadian Security and Intelligence Service October 01, 2001
|
Cormier, Master Seaman Michael CFB Borden June 25-27, 2002
|
Cormier,CaptainMichael P. Deputy Harbour Master November 18-22, 2001
|
Côté,Mr.Bertin Deputy Head
of Canadian
Embassy ( February 04-07, 2002 |
Côté, Master Corporal Claude Bravo Squadron CFB May 7-9, 2002
|
Côté, Brigadier-General Gaston Commander, Land Forces National Defence June 1, 2005
|
Côté,Mr.Yvan Investigator,
Organized Crime Task Force, November 05-06, 2001
|
Coulter, Mr. Keith Chief, Communications Security Establishment February 24, 2003
|
Couture,Lieutenant-GeneralChristian Assistant Deputy Minister (Human Resources – Military) Department of National Defence December 10, 2001
|
Crabbe,Lieutenant-General (Ret’d) Ray Royal Military Institute of March 10, 2005
|
Creamer,Mr.Dennis Vice-President, Finance and Administration January 22-24, 2002 |
Crober, Mr. Paul Regional Director for B.C. and Emergency Mgmt. and National Security
Sector, Public Safety and Emergency Preparedness March 1, 2005
|
Crosbie, Mr. William Director General, Foreign Affairs April 11, 2005
|
Crouch,Dr.Jack Dyer Assistant Secretary of Defence, International Security Policy Office of the U.S. Secretary of Defence February 06, 2002
|
Croxall, Corporal Kevin CFB Borden Administration Services, CFB Borden June 25-27, 2002
|
Cushman, Dr. Robert Chief
Medical Officer of Health, City of February 3, 2003
|
D’Avignon,Mr.Michel Director
General, National Security, Policing and Security Branch, Solicitor General July 19, 2001
|
D'Cunha, Dr. Colin Commissioner
of Public Health, Chief Medical Officer of Health, Ministry of Health and Long-Term Care, October 30, 2003
|
Daigle, MSC, CD, MGen. Special Advisor to the Chief of Defence Staff Department of National Defence March 17, 2003 / February 23, 2004
|
Dallaire, Gabriel Gulf
Squadron, CFB May 7-9, 2002
|
Daniels, Private Jason CFB May 7-9, 2002
|
Davidson, Rear-Admiral Glenn V. Commander,
Maritime Forces Department of National Defence September 22, 2003
|
Davies,Ms.Krysta M. Intelligence Analyst Specialist KPMG Investigation and Security Inc. October 01, 2001
|
Dawe,Mr.Dick Manager, Personnel Support Programmes, Maritime Forces Pacific November 18-22, 2001
|
DeCastro, Second Lieutenant. Rod The Black Watch November 5-6, 2002
|
DeCuir,Brigadier-GeneralMike Deputy Regional Commander Canadian NORAD Region Headquarters November 18-22, 2001
|
Deemert, Mr. Rob Cabin Security, International Association of Machinists and Aerospace Workers August 15, 2002 |
Deering, Richard Chief of Police Royal February 3, 2005
|
Dempsey, Mr. Lawrence National Secretary Treasurer Canadian Merchant Service Guild September 22, 2003, February 2, 2005
|
Dempster, Major-General Doug Director General, Strategic Planning National Defence April 11, 2005
|
De Riggi,Mr.Angelo Intelligence Officer Organized Crime Task Force - RCMP November 5-6, 2001
|
Deschamps, Col. André Director, Continental Operations Department of National Defence May 6, 2002
|
Desrosiers, Chief Warrant Officer Christian 5th Canadian Light Artillery Regiment September 24, 2003
|
Devlin,Mr.W.A. (Bill) Manager,
Hub Development, Air November 18-22, 2001
|
deVries, Nicolaas C.W.O. (Ret’d) Military Bands January 31, 2005
|
Dewar, Captain (N) (Ret'd) John Member, Maritime Affairs Navy
League of May 12, 2003, June 2, 2003
|
Dewitt, Mr. David Director, Centre for International and Security Studies December 2, 2004
|
Dickenson,Mr.Lawrence T. Assistant Secretary to the Cabinet, Security and Intelligence Privy Council Office October 29, 2001 / February 24, 2003
|
Dietrich,Chief Warrant OfficerDan Chief Warrant Officer One Canadian Air Division November 18-22, 2001
|
Dion, Corporal Yves CFB Borden June 25-27, 2002
|
Ditchfield,Mr.Peter Deputy Chief Officer Organized Crime Agency of B.C. November 18-22, 2001
|
Doge, Ms. Trish Director,
Risk and Emergency Management, City of January 30, 2003
|
Douglas, Lieutenant-Colonel Brian C.F.B. Gagetown National Defence January 31, 2005
|
Dowler,Chief Petty Officer First ClassGeorge Maritime
Forces January 22-24, 2002
|
Downton, Master Corporal Doug 426 Training Squadron 8 Wing June 25-27, 2002 |
Doyle,Lieutenant ColonelBert Commanding Officer, 402 Squadron 17 Wing November 18-22, 2001
|
Droz,SuperintendentPierre Criminal Operations RCMP November 5-6, 2001
|
Duchesneau, Mr. Jacques President and Chief Executive Officer Canadian Air Transport Security Authority November 25, 2002
|
Dufour, Major Rénald Commander,
58th Air Defence CFB Valcartier September 24, 2003
|
Dufresne, Corporal Canadian Forces Postal Unit 8 Wing June 25-27, 2002
|
Duguay,Mr.Yves Senior Director Corporate Security Risk Management Air November 18-22, 2001
|
Duncan, Mr. Mark Vice-President, Operations Canadian Air Transport Security Authority November 25, 2002
|
Dunn,Major GeneralMichael Vice Director, Strategic Plans and Policy The Pentagon February 06, 2002
|
Durocher, Captain Pascal Deputy Commanding Officer, 2EW
Squadron, CFB May 7-9, 2002
|
Earnshaw, Commander Paul F. Commanding
Officer TRINITY, Department of National Defence September 22, 2003
|
Chief of Staff Personnel & Training, Naval Reserve Department of National Defence September 25, 2003
|
Elcock, Mr.Ward Director Canadian Security Intelligence Service August 14, 2002, February 17, 2003
|
Elliott, Mr. William Assistant Deputy Minister, Safety and Security Group Transport
November 27, 2002, December 2, 2002, May 5, 2003
|
Ellis, Captain Cameron CFB Petawawa June 25-27, 2002 |
Ellis, Colonel Jim 2nd in Command, Operation Peregrine National Defence March 1, 2005
|
Ellis, Ms. Karen Assistant Deputy Minister (Infrastructure and Environment), National Defence June 6, 2005
|
Enger,InspectorT.G. (Tonia) Operations Officer RCMP November 18-22, 2001
|
Erkebaev, M.P., The Honourable Abdygany Speaker of the Legislative Assembly May 12, 2003
|
Evans,Ms.Daniela Chief, Customs Border Services November 18-22, 2001
|
Evraire, Lieutenant-General (Ret'd) Richard J. Conference of Defence Associations April 19, 2004
|
Fadden,Mr.Richard Deputy Clerk, Counsel and Security Intelligence Coordinator Privy Council Office October 29, 2001, January 29, 2002, August 14, 2002
|
Fagan,Mr.John Director of Intelligence and Contraband, Atlantic Region January 22-24, 2002
|
Fagan, Mr. Wayne Regional Vice-President Employees (UCTE) February 2, 2005
|
Falconer,CaptainVic Formation Drug Education Coordinator, Formation Health Services (Pacific) Maritime Forces Pacific November 18-22, 2001
|
Falkenrath,Mr.Richard Senior Director February 07, 2002
|
Fantino, Chief Julian May 6, 2002
|
Farmer, Mr. Rick Area
Manager, Citizenship
and Immigration May 7-9, 2002
|
Farr, Mr. Bruce Chief
and General Manager, City
of October 30, 2003
|
Assistant Deputy Minister, Veterans Services Veterans
Affairs January 22-24, 2002
|
Fergusson, Mr. James Centre for Defence and Security Studies Department of Political Studies March 10, 2005
|
Fernie, Iain Regional Security Operations Manager Air
June 24, 2002
|
Ferris, Mr. John Faculty of Social Sciences, International Relations Program March 8, 2005
|
Fields, Fire Chief Dave Fire Department City
of February 27, 2003
|
Fisher, Second Lieutenant Greg The Black Watch November 5-6, 2002
|
Fisher, Captain Kent J8 CFB May 7-9, 2002
|
Flack, Mr. Graham Director of Operations, Borders Task Force Privy Council Office March 17, 2003, February 23, 2004
|
Flagel,Mr.Brian Director, Airport Operations November 18-22, 2001
|
Fleshman, Larry General
Manager, Customer Service June 24, 2002
|
Flynn,CommanderSteven National Security Studies, Council on Foreign Relations February 04, 2002
|
Fonberg, Mr. Robert Deputy Secretary to the cabinet, Operations Privy Council Office March 17, 2003
|
Forcier, Rear-Admiral J.Y. Commander, MARPAC National Defence February 28, 2005
|
Forcier,CommodoreJean-Yves Chief of Staff J3, Deputy Chief of the Defence Staff, Department of National Defence July 18, 2001
|
Forgie,Mr.John Enforcement Supervisor, Vancouver Citizenship
and Immigration November 18-22, 2001
|
Fortin, Lieutenant-Colonel Mario Acting Commanding Officer, 426 Squadron CFB Trenton June 25-27, 2002
|
Foster, Lieutenant-Colonel Rob Acting Commanding Officer, 8 Air Maintenance Squadron CFB June 25-27, 2002
|
Fox, Mr. John Member Employees (UCTE) February 2, 2005 |
Fox, Mr. John Regional
Representative, (UCTE) September 22, 2003
|
Francis, Warrant Officer Charles Bravo Squadron CFB May 7-9, 2002
|
Frappier, Mr. Gerry Director
General, Security and Emergency Preparedness and Chair of Interdepartmental
Marine Security Working Group, Transport April 7, 2003, June 2, 2003, February 25, 2004
|
Frappier, Lieutenant-Colonel Jean Commander, 12th Canadian Armoured Regiment, 5th Canadian Mechanized Brigade, CFB Valcartier September 24, 2003
|
Fraser,Rear-AdmiralJamie D. Commander Maritime Forces Pacific November 18-22, 2001
|
Fraser,Ms.Sheila Auditor
General of December 10, 2001, December 6, 2004
|
Frederick, Corporal 8 Air Maintenance Squadron 8 Wing June 25-27, 2002
|
Frerichs, Private Travis CFB May 7-9, 2002
|
Fries, Mr. Rudy Emergency Management Coordinator, London-Middlesex Community City
of March 31, 2003
|
Froeschner, Major Chris Acting Commanding Officer, 429 Squadron CFB June 25-27, 2002
|
Gadula, Mr. Charles Director
General, Fleet Directorate, Marine Services, Department of Fisheries and
Oceans April 7, 2003
|
Gagné, Major M.K. Officer Commanding Administration Company, 2nd Battalion Princess National Defence March 10, 2005 |
Gagnon, Major Alain Commanding Officer, Canadian Forces Recruiting
Centre, June 25-27, 2002
|
Gagnon,
Mr. Jean-Guy, Deputy Director, Investigations Department, September 26, 2003 |
Gardner, Major Craig Mechanized Brigade Group CFB Petawawa June 25-27, 2002
|
Garnett, Vice-Admiral (Ret'd) Gary L. National Vice-President for Maritime Affairs Navy
League of May 12, 2003
|
Garnon, Lieutenant-Commander Daniel Comptroller, National Defence September 25, 2003
|
Gauthier, Corporal 2 Air Movement Squadron 8 Wing June 25-27, 2002
|
Gauthier,Major-General Michael J.C.M. Director General of Intelligence National Defence December 13, 2004
|
Gauvin, Major Bart Directorate of Army Training 5 CFB May 7-9, 2002
|
Gauvin,CommodoreJacques J. Acting Assistant Chief of the Maritime Staff Department of National Defence December 3, 2001
|
Giasson,Mr.Daniel Director of Operations, Security and Intelligence Privy Council Office January 8, 2002 / January 29, 2002
|
Gibbons, The Honorable Jim Member
(Republican – February 6, 2002
|
Giffin-Boudreau, Ms. Diane Acting
Director General, Atlantic Region, Department of Citizenship and Immigration September 22, 2003
|
Gilbert,Chief Warrant OfficerDaniel Department of National Defence December 3, 2001
|
Gilbert, Staff Superintendent Emory Operational
Support Services, October 30, 2003
|
Gilkes, Lieutenant-Colonel B.R. Kings Own National Defence March 8, 2005
|
Gimblett, Mr. Richard Research Fellow Centre for Foreign Policy Studies February 21, 2005
|
Girouard, Commodore Roger Commander, CANFLTPAC National Defence February 28, 2005 |
Giroux, Master Corporal Canadian Parachute Centre 8 Wing June 25-27, 2002
|
Glencross, Captain, Reverend Bruce Regimental Padre Minister The Black Watch November 5-6, 2002
|
Gludo, Colonel J.D. Commander, 41 Canadian Brigade Group of March 8, 2005
|
Goatbe,Mr.Greg Director General, Program Strategy Directorate January 28, 2002
|
Goetz, Captain J.J. Mechanized Brigade Group CFB Petawawa June 25-27, 2002
|
Goodall, Superintendent Bob Bureau Commander, Field and Traffic Support Bureau October 30, 2003
|
Goss, The Honorable Porter Chair (Republican - February 6, 2002
|
Gotell,Chief Warrant OfficerPeter Operations 12 Wing Shearwater January 22-24, 2002
|
Goupil,InspectorPierre Direction de la protection du territoire, Unité d’urgence, région ouest, Sûreté du Québec November 5-6, 2001
|
Graham, Master Corporal 8 Air Maintenance Squadron 8 Wing June 25-27, 2002
|
Graham, Erin Manager Safety, Capital District Health September 23, 2003
|
Granatstein, Dr. Jack Chair, Council for Defence and Security in the 21st Century May 27, 2002, April 28, 2004
|
Grandy,Mr.Brian Acting Regional Director, Atlantic Region January 22-24, 2002
|
Grant, Captain Timothy J. Commander, 1 Canadian Mechanized Brigade Group National Defence March 7, 2005
|
Gray, P.C., Right Honourable Herb Chair and Commissioner, Canadian Section, International Joint Commission March 29, 2004
|
Green, Major Bill January 27, 2002
|
Grégoire, Mr. Marc Assistant Deputy Minister, Safety and Security Group Transport February 25, 2004
|
Gregory, Leading Seaman Wing Administration Human Resources Department 8 Wing June 25-27, 2002
|
Grue, Superintendent Tom City
of January 28, 2003
|
Guevremont, Benoît Gulf Squadron CFB May 7-9, 2002
|
Guindon,Captain (N)Paul Submarine Division Maritime
Forces January 22-24, 2002
|
Gutteridge, Mr. Barry Commissioner, Department of Works and Emergency Services City
of October 30, 2003
|
Gupta, Lieutenant-Colonel Ranjeet K. National Defence January 31, 2005
|
Haché, Colonel Mike Director,
National Defence April 11, 2005
|
Haeck,Lieutenant ColonelKen F. Commandant of Artillery School IFT CFB Gagetown January 22-24, 2002
|
Hall, Major Steve Deputy
Commandant, CFB May 7-9, 2002 |
Hamel, MWO Claude Regimental Sergeant-Major Designate The Black Watch November 5-6, 2002
|
Hammond, Major Lee Artillery CFB Petawawa June 25-27, 2002
|
Hansen, Superintendent Ken Director of Federal Enforcement RCMP April 7, 2003, June 9, 2003
|
Hapgood, Warrant Officer John Canadian Parachute Centre 8 Wing June 25-27, 2002
|
Harlick,Mr.James Assistant Deputy Minister, Office of Critical Infrastructure Protection and Emergency Preparedness, National Defence July 19, 2001, October 20 & 27, 2003
|
Harrison,Captain (N)R.P. (Richard) Assistant Chief of Staff, Operations, Maritime Forces Pacific November 18-22, 2001
|
Hart, Corporal Wing Administration
Human Resources Department, 8 Wing June 25-27, 2002
|
Harvey, Lieutenant-Commander Max Commander H.M.C.S. Cabot February 2, 2005
|
Haslett, Lieutenant Adam Logistics Officer & Course Commander, The Black Watch November 5-6, 2002
|
Hatton,CommanderGary Commanding
Officer, HMCS Maritime
Forces January 22-24, 2002
|
Haydon, Mr. Peter T. Senior
Research Fellow, Center for Foreign April 28, 2003, February 1, 2005
|
Hazelton,LColSpike C.M. Commandant
of January 22-24, 2002
|
Hearn,Brigadier-GeneralT.M. Director General, Military Human Resources Policy and Planning Department of National Defence December 10, 2001
|
Hébert, Barbara Regional
Director, June 24, 2002
|
Heinbecker, Paul Former Ambassador to the U.N. As an individual February 21, 2005
|
Heimann, Dr. Alan Medical Officer of Health City of February 27, 2003
|
Heisler, Mr. Ron Department
of Citizenship and Immigration September 22, 2003
|
Henault,General Raymond R. Chief of the Defence Staff National Defence December 3, 2001
|
Hendel, Commodore (Ret’d) Hans Consultant,
April 28, 2003
|
Henderson, Major Georgie Deputy A3 CFB June 25-27, 2002
|
Henneberry,Lieutenant-Commander, HMCS Maritime Air Force Command Pacific November 18-22, 2001
|
Henry, Dr. Bonnie Associate Medical Officer of Health City
of October 30, 2003
|
Henschel, Superintendent Peter Federal Services Directorate RCMP June 9, 2003
|
Herbert,Mr.Ron Director General, National Operations Division Veterans
Affairs January 22-24, 2002
|
Hickey, Mr. John MHA, House of
Assembly of and February 3, 2005 |
Hickey, Captain (N) Larry Assistant
Chief of Staff Plans and Operations (Maritime Forces National Defence June 16, 2003
|
Hildebrand, Sergeant F.D. (Fred) “H” Division, Criminal Operations Branch, RCMP September 22, 2003
|
Hildebrandt, Captain Gerhard Canadian Parachute Centre 8 Wing June 25-27, 2002
|
Hill, Mr. Dave Chair, Capital Region Emergency Preparedness Partnership City
of January 28, 2003
|
Hillier, General Rick Chief of the Defence Staff National Defence May 30, 2005
|
Hillmer, Dr. Norman Professor of History and International Affairs. November 1, 2004
|
Hincke,ColonelJoe Commanding Officer 12 Wing Shearwater January 22-24, 2002
|
Hines,ColonelGlynne Director, Air Information Management, Chief of the Air Staff National Defence July 18, 2001
|
Horn, Lieutenant-Colonel Bernd CFB Petawawa June 25-27, 2002
|
Hornbarger, Mr.Chris Director February 7, 2002
|
Hounsell, Master Corporal Scott June 25-27, 2002
|
Howe, Corporal Kerry CFB Borden Technical Services CFB Borden June 25-27, 2002
|
Huebert, Dr. Rob Professor, Dept. of Political Science March 8, 2005
|
Hunt, Mr.Baxter Embassy of
the August 15, 2002
|
Hunter,
The Honorable Ranking Member, Subcommittee on Military Procurement
(Republican – February 06, 2002
|
Hupe, Master Corporal Bryan 426 Training Squadron 8 Wing June 25-27, 2002
|
Hynes, Major A.G. Air Reserve Coordinator (East) 1 Canadian Air Division Headquarters Feburary 1, 2005
|
Iatonna, Mr. Mario Municipal Engineer City of December 1, 2004 |
|
|
Idzenga, Major Ray Commanding Officer, Gulf Squadron CFB May 7-9, 2002
|
President, KPMG Investigation and Security Inc. Former Commissioner, RCMP October 01, 2001
|
Innis, Captain Quentin Instructor, Canadian Parachute Centre 8 Wing June 25-27, 2002
|
Irwin, Brigadier-General S.M. Chief Executive Officer of the Canadian Forces Housing Agency National Defence June 6, 2005
|
Issacs,SergeantTony Search and Rescue Technician Maritime
Forces January 22-24, 2002
|
Jackson, Major David J3 CFB May 7-9, 2002 |
Jackson,Ms.Gaynor Manager, Military Family Support Centre, Maritime Forces Pacific November 18-22, 2001
|
Janelle, Private Pascal CFB May 7-9, 2002
|
Jarvis, Vice-Admiral Greg Assistant Deputy Minister (Human Resources Military) February 21, 2005
|
Jean, Mr. Daniel Assistant
Deputy Minister, Policy and Program Development, Department of Citizenship
and Immigration March 17, 2003
|
Jeffery,Lieutenant GeneralM.K. Chief of the Land Staff Department of National Defence December 3, 2001 / August 14, 2002
|
Jenkins,Wilma Director, Immigration Services Citizenship
and Immigration June 24, 2002
|
Jestin, Colonel Ryan Commander, C.F.B. Gagetown 3 Area Support Group National Defence January 31, 2005
|
Job, Mr. Brian Chair, March 1, 2005
|
Johns, Fred General Manager, Logistics and Processing Strategies August 15, 2002
|
Johnson, Captain Don President Air
November 4, 2002
|
Johnson, Captain Wayne J7, CFB May 7-9, 2002
|
As an individual April 28, 2003
|
Johnston, Chief Chief of Police City
of January 27, 2003
|
Johnston, Mr. Kimber Director General, Stragetic Policy Public Safety and Emergency Preparedness February 15, 2005
|
Jolicoeur, Mr. Alain President,
Department of Public Safety and Emergency Preparedness Canada Border Services Agency February 23, 2004, April 11, 2005
|
Joncas,Chief Petty Officer First ClassSerge Maritime Command Chief Petty Officer, National Defence December 3, 2001
|
Jurkowski,Brigadier-General (ret’d)David Former Chief of Staff, Joint Operations Department of National Defence October 1, 2001
|
Kasurak,Mr.Peter Principal Office of
the Auditor General of December 10, 2001, December 6, 2004
|
Kavanagh, Paul Regional Director, Security and Emergency Planning Transport
June 24, 2002
|
Keane,Mr.John Deputy
Assistant Secretary, Bureau of February 06, 2002
|
Keating, Dr. Tom Professor, Department of Political Science March 7, 2005
|
Kee,Mr.Graham Chief Security Officer November 18-22, 2001
|
Kelly, Mr. James C. As an individual May 26, 2003
|
Kelly, Chief Warrant Officer Michael The Black Watch November 5-6, 2002
|
Kelly,Lieutenant ColonelW.J. Force Planning and Program Coordination, Vice Chief of the Defence Staff, National Defence July 18, 2001
|
Kennedy, Mr. Paul E Senior Assistant Deputy Solicitor General, Policy Branch, Public Safety and Emergency Preparedness February 15, 2005
|
Kennedy,Mr.Paul Senior
Assistant Deputy Solicitor General, Solicitor General of January 28, 2002, February 24, 2003
|
Kerr, Captain Andrew CD The Black Watch November 5-6, 2002
|
Keyes, Mr. Bob Senior Vice-President, International Canadian Chamber of Commerce December 1, 2004
|
Khokhar,Mr.Jamal Minister-Counsellor (Congressional Affairs) Canadian
Embassy ( February 04, 2002
|
Kiloh,Insp.D.W. (Doug) Major Case Manager, RCMP November 18-22, 2001
|
King, Lieutenant-Colonel Colin Commanding
Officer, Royal January 27, 2003
|
King, Vice-Admiral (Ret'd) James As an individual May 12, 2003
|
King, Vice-Admiral (Ret’d) Jim Vice-President, CFN Consultants May 5, 2005
|
Kloster, Mr. Deryl Emergency Response Department City
of January 28, 2003
|
Kobolak, Mr. Tom Senior Program Officer, Contraband and Intelligence April 7, 2003
|
|
|
Koch, Major Pat J5, CFB May 7-9, 2002 |
Koop, Mr. Rudy Research Adviser, Canadian Section International Joint Commission March 29, 2004
|
Knapp, Corporal Raymond CFB Borden Technical Services June 25-27, 2002
|
Kneale, Mr. John Executive Coordinator, Task Force on Enhanced Representation in the U.S Foreign Affairs April 11, 2005
|
Krause,Lieutenant ColonelWayne 423 Maritime Helicopter Squadron 12 Wing Shearwater January 22-24, 2002
|
Krueger, Master Corporal 8 Air Maintenance Squadron 8 Wing June 25-27, 2002
|
Kubeck, Commander Kimberley Naval Control of Shipping Intelligence, Department of National Defence September 25, 2003
|
Kummel, Colonel Steff J. Wing Commander, 17 Wing National Defence March 10, 2005
|
Kurzynski,MajorPerry Search and Rescue Operations Centre Maritime
Forces January 22-24, 2002
|
Kwasnicki, Corporal Anita CFB May 7-9, 2002 |
Lachance, Mr. Sylvain A/Director General, Fleet Canadian Coast Guard February 17, 2003
|
Lacroix, Colonel Jocelyn P.P.J. Commander, 5th Canadian Mechanized Brigade Group, CFB Valcartier September 24, 2003 |
Lacroix, Colonel Roch Chief of Staff, Land Force Atlantic Area National Defence May 6, 2005
|
Laflamme, Mr. Art Senior Representative Air Line Pilots Association, International August 14, 2002
|
LaFrance,Mr.Albert Director, Northern New Brunswick District January 22-24, 2002
|
Lafrenière, Major Luc Commander, Headquarters and Signal Squadron CFB Valcartier September 24, 2003
|
Laing,Captain (Navy)Kevin Director, Maritime Strategy, Chief of Maritime Staff, National Defence July 18, 2001
|
Lait, Commander K.B. Commander, Directorate of Quality of Life, DQOL 3 - Accommodation Policy Team Leader, National Defence June 6, 2005
|
Lalonde, Major John Air Reserve Coordinator (Western Area) National Defence March 8, 2005
|
Landry, Chief Warrant Officer André 1st Battalion, 22nd Royal Regiment CFB Valcartier September 24, 2003
|
Landry, LCol (Ret’d) Rémi International Security Study and Research Group June 2, 2005
|
Landry, Inspector Sam Officer
in Charge, RCMP June 24, 2002
|
Langelier, Mr. André Director,
Emergency and Protective Services, City of February 3, 2003
|
Laprade, CWO Daniel Headquarters and Signal Squadron CFB Valcartier September 24, 2003
|
Laroche, Colonel J.R.M.G. National Defence May 2, 2005
|
Larrabee, Mr. Bryan Emergency
Social Services Coordinator, Board of Parks and Recreation, City of January 30, 2003
|
|
|
Last, Colonel David Registrar November 29, 2004
|
Leblanc,Ms.Annie Acting
Director, Technology and Lawful Access Division, Solicitor General of July 19, 2001
|
LeBoldus, Mr. Mick Chief Representative at the NATO Flight Training Centre Bombardier Aerospace March 9, 2005
|
Lefebvre, Mr. Denis Executive Vice-President Canada Border Services Agency February 7, 2005
|
Lefebvre, Denis Assistant Commissioner, Customs Branch May 6, 2004, February 10, 2003
|
Lefebvre, Mr. Paul President, Local Lodge 2323 International Association of Machinists and Aerospace Workers August 15, 2002
|
Legault, Mr. Albert Université du Québec à Montréal (UQAM) February 21, 2005
|
Leighton, Lieutenant-Commander John J1 CFB May 7-9, 2002
|
Lenton,Assistant Commissioner W.A. (Bill) RCMP January 28, 2002, June 9, 2003
|
Leonard, Lieutenant-Colonel S.P. Royal (1st Battalion) February 2, 2005
|
LePine, Mr. Peter Inspector,
RCMP September 23, 2003
|
Lerhe,CommodoreE.J. (Eric) Commander, Canadian Fleet Pacific Maritime Forces Pacific November 18-22, 2001
|
Leslie, Major-General Andrew Canadian Forces November 29, 2004
|
Lessard, Brigadier-General J.G.M. Commander, Land Forces Central Area December 2, 2004
|
|
|
Lester, Mr. Michael Executive Director, Emergency Measures Organization September 23, 2003
|
Levy,Mr.Bruce Director, Department of Foreign Affairs and International Trade January 28, 2002
|
Lichtenwald, Chief Jack City
of January 27, 2003
|
Lilienthal, Lieutenant-Colonel Mark Senior Staff Officer Canadian Forces Support Training Group CFB Borden June 25-27, 2002
|
Loeppky,Deputy CommissionerGarry Operations RCMP October 22, 2001 / December 2, 2002
|
Logan, Major Mike Deputy Administration Officer, Canadian Forces Support Training Group CFB Borden June 25-27, 2002
|
Loschiuk, Ms Wendy Principal Office of
the Auditor General of December 6, 2004
|
Lucas,Major GeneralSteve Commander One Canadian Air Division, Canadian NORAD Region Headquarters November 18-22, 2001
|
Luciak, Mr. Ken Director,
January 27, 2003
|
Luloff, Ms. Janet A/Director,
Regulatory Affairs, Safety and Security Group, Transport November 27, 2002, December 2, 2002
|
Lupien,Chief Petty Officer First ClassR.M. Canadian Forces Chief Warrant Officer Department of National Defence December 03, 2001
|
Lyrette, Private Steve CFB May 7-9, 2002
|
|
|
Macaleese, Lieutenant-Colonel Jim Commander 9 Wing ( February 2, 2005
|
Macdonald,Lieutenant-GeneralGeorge Vice Chief of the Defence Staff Department of National Defence January 28, 2002, May 6, 2002, August 14, 2002, February 23, 2004
|
Mack,Rear AdmiralIan Defence Attaché Canadian
Embassy ( February 04, 2002
|
MacKay, Major Tom The Black Watch November 5-6, 2002
|
MacKenzie, Major-General (Ret'd) Lewis As an individual May 3, 2004, December 6, 2004
|
MacIsaac, Captain (N) Roger Base Commander, CFB Halifax National Defence May 6, 2005
|
MacLaughlan, Superintendent C.D. (Craig), Officer in Charge, Support Services ``H'' Division, RCMP September 22, 2003
|
MacLaughlan, Mr. Craig Executive Director, Emergency Measures Organization May 6, 2005
|
MacLean, Vice-Admiral Bruce Chief of Maritime Staff National Defence February 14, 2005
|
MacLeod,ColonelBarry W. Commander 3 Area Support Group CFB Gagetown January 22-24, 2002
|
Macnamara, Mr. W. Donald Senior Fellow Queen’s University November 29, 2004
|
Macnamara, Brigadier-General (ret'd) W. Don, President, Conference of Defence Associations Institute May 3, 2004
|
MacQuarrie, Captain Don J6 CFB Kingtson May 7-9, 2002
|
Maddison, Vice Admiral.Greg Deputy Chief of the Defence Staff National Defence May 5, 2002, February 14, 2005
|
Magee, Mr. Andee Dog Master May 7-9, 2002
|
Maher,LieutenantEarl 4 ESR CFB Gagetown January 21-24, 2002
|
Maillet, May 7-9, 2002
|
Director, Customer Service Air
June 4, 2002
|
Maisonneuve,Major-GeneralJ.O. Michel Assistant Deputy Chief of Defence Staff October 22, 2001
|
Malboeuf, Corporal Barry CFB May 7-9, 2002
|
Malec,Mr.George January 22-24, 2002 |
Mallory, Mr. Dan Chief of
Operations for May 7-9, 2002
|
Mandel, Mr. Stephen Deputy Mayor and Councillor City
of January 28, 2003
|
Manning, Corporal Rob CFB Borden Technical Services CFB Borden June 25-27, 2002
|
Manuel, Mr. Barry Coordinator, Emergency Measures Organization, City of May 6, 2005 / September 23, 2003
|
Marcewicz, Lieutenant-Colonel Base Commander, CFB Edmonton National Defence March 7, 2005
|
Martin, Ms Barbara Director, Defence and Security Relations Division, Foreign Affairs April 11, 2005
|
Martin, Mr. Ronald Emergency Planning Coordinator City
of January 30, 2003, March 1, 2005
|
|
|
Mason, Lieutenant-Colonel Dave Commanding Officer, 12 Air Maintenance Squadron, 12 Wing Shearwater January 22-24, 2002
|
Mason,Mr.Dwight Joint Chief
of Staff, The Pentagon February 06, 2002
|
Mason,Ms.Nancy Director,
Office of Canadian Affairs, Bureau of February 06, 2002
|
Massicotte,MsOlga Regional Director General/Atlantic Veterans
Affairs January 22-24, 2002
|
Matheson, Corporal 2 Air Movement Squadron 8 Wing June 25-27, 2002
|
Matte, Colonel Perry 14 Wing Commander National Defence May 5, 2005
|
Mattie,Chief Warrant OfficerFred 12 Air Maintenance Squadron 12 Wing Shearwater January 22-24, 2002
|
Mattiussi, Mr. Ron Director of Planning and Corporate Services City of March 1, 2005
|
Maude, Master Corporal Kelly 436 Transport Squadron 8 Wing June 25-27, 2002
|
McAdam, Lieutenant-Colonel Pat National Defence January 31, 2005
|
McCoy, Chief Warrant Officer Daniel Support Unit, 430th Helicopters Squadron CFB Valcartier September 24, 2003
|
McCuaig, Mr. Bruce Assistant Deputy Minister Policy, Planning and Standards Division Ontario Ministry of Transportation December 1, 2004
|
McDonald, Corporal Marcus CFB Borden June 25-27, 2002
|
McIlhenny,Mr.Bill Director
for February 07, 2002
|
|
|
McInenly, Mr. Peter Vice-President, Business Alignment August 15, 2002
|
McKeage, Mr. Michael Director of Operations, Emergency Medical Care September 23, 2003
|
McKerrell, Mr. Neil Chief, Emergency Management Ont. Ontario Ministry of Community Safety and Correctional Services October 30, 2003
|
McKinnon,ChiefDavid P. Chief of Police January 22-24, 2002
|
McKinnon, Lieutenant-Colonel DB P.E.I. Regiment February 1, 2005
|
McLean, Corporal Wing Operations 8 Wing June 25-27, 2002
|
McLellan, The Honourable Anne, P.C. M.P. Deputy Prime Minister and Minister of Public Safety and Emergency Preparedness February 15, 2005 & April 11, 2005
|
McLellan, Mr. George Chief Administrative Officer September 23, 2003
|
McLeod, Mr. Dave Lead Station Attendant International Association of Machinists and Aerospace Workers August 15, 2002
|
McManus,Lieutenant-ColonelJ.J. (John), Commanding Officer, 443 (MH) Squadron, Maritime Air Force Command Pacific November 18-22, 2001
|
McNeil, Rear-Admiral Dan Commander, Maritime Forces National Defence May 6, 2005
|
McNeil, Commodore Daniel Vice Chief of the Defence Staff Department of National Defence July 18, 2001
|
McNeil,CommodoreDaniel Director, Force Planning and Program Coordination, Vice Chief of the Defence Staff Department of National Defence July 18, 2001 |
McRoberts, Mr.Hugh Assistant Auditor General Office
of the Auditor General of December 6, 2004
|
Mean, Master Corporal Jorge June 25-27, 2002
|
Meisner, Mr. Tim Director, Policy and Legislation, Marine Programs Directorate Canadian Coast Guard February 17, 2003, April 7, 2003
|
Melançon, Lieutenant-Colonel René C.F.B. Gagetown National Defence January 31, 2005
|
Melis, Ms. Caroline Director, Program Development, Department of Citizenship and Immigration March 17, 2003 |
Mercer,Mr.Wayne Acting First Vice-President, Nova Scotia District Branch, (CEUDA) January 22-24, 2002
|
Merpaw, Ms. Diane Acting Deputy Director, Policy Development and Coordination Citizenship
and Immigration April 7, 2003
|
Michaud, Mr. Jean-Yves, Deputy Director,
Administrative Support Directorate, City of September 26, 2003
|
Middlemiss, Professor Danford W. Department of Political Science May 12, 2003, May 5, 2005
|
Miller, Lieutenant-Colonel Commander, 10th Field Artillery Regiment, RCA National Defence March 9, 2005
|
Miller,Mr.Frank Senior Director, President’s Adviser on Military Matters February 7, 2002
|
Milner, Dr. Marc Director, Military and Strategic Studies Program January 31, 2005
|
Minto,Mr.Shahid Assistant Auditor General Office of
the Auditor General of December 10, 2001
|
Mitchell,Mr.Barry Director, Nova Scotia District January 22-24, 2002
|
Mitchell,Brigadier GeneralGreg Commander Land Forces Atlantic Area January 22-24, 2002
|
Mogan,Mr.Darragh Director General, Program and Service Policy Division, Veterans Services Veterans
Affairs January 22-24, 2002
|
Morency, André June 24, 2002
|
Morris,Ms.Linda Director, Public Affairs Vancouver Port Authority November 18-22, 2001
|
Morton, Dr. Desmond Professor November 15, 2004
|
Moutillet, Lieutenant-Commander Mireille Senior Staff Officer Policy National Defence September 25, 2003
|
Mulder, Mr. Nick President, Mulder Management Associates June 9, 2003
|
Mundy, Lieutenant-Commander Phil Executive Officer H.M.C.S. Queen Charlotte February 1, 2005
|
Munger,Chief Warrant OfficerJER Office of Land Force Command Department of National Defence December 03, 2001
|
Munroe, Ms. Cathy Regional
Director of Cutsoms for May 7-9, 2002
|
Murphy,Captain (N)R.D. (Dan) Deputy Commander, Canadian Fleet Pacific Maritime Forces Pacific November 18-22, 2001
|
Murray,Ms.Anne C. Vice
President, Community and Environmental Affairs, November 18-22, 2001
|
Murray, Major James Commandant,
CFB Borden June 25-27, 2002
|
Murray,Admiral (Ret’d)Larry Deputy Minister Veterans
Affairs January 22-24, 2002
|
Mushanski, Lieutenant Commander Linda Commanding Officer HMCS Queen
( January 27, 2003
|
Narayan,Mr.Francis Detector Dog Service November 18-22, 2001
|
Nelligan, Mr. John Patrick Senior
Partner, Law Firm of Nelligan O'Brien Payne LLP, December 2, 2002
|
Neumann,Ms.Susanne M. Compliance Verification Officer Customs – Compliance Mgt. Division November 18-22, 2001
|
Neville,Lieutenant-ColonelShirley Wing Administration Officer, Acting Wing Commander, 17 Wing 17 Wing November 18-22, 2001
|
Newberry,Mr.Robert J. Principal Director, Territorial Security The Pentagon February 06, 2002
|
Senior Staff Officer, Operations Maritime
Forces January 22-24, 2002
|
Niedtner, Inspector Al City
of January 30, 2003
|
Nikolic, Mr. Darko District Director, St.Lawrence District May 7-9, 2002
|
Noël, Chief Warrant Officer Donald 5th Field Ambulance CFB Valcartier September 24, 2003
|
Nordick, Brigadier-General Glenn Deputy
Commander,Land Force Doctrine and Training Systems, CFB May 7-9, 2002
|
Norman, Mr. Mark President of Daimler-Chrysler and Chair of the Infrastructure Committee Canadian Automotive Partnership Council December 1, 2004
|
Normoyle, Ms. Debra Director General, Enforcement Branch Department
of Citizenship and Immigration April 7, 2003
|
Normoyle, Ms. Debra Head, Immigration Enforcement Canada Border Services Agency February 23, 2004
|
Nossal, Dr. Kim Richard Professor and Head, Political Studies Department Queen’s University November 29, 2004
|
|
|
Nymark,Ms.Christine Associate Assistant Deputy Minister Transport January 28, 2002
|
O’Bright,Mr.Gary Director General, Operations Office of Critical Infrastructure Protection and Emergency Preparedness July 19, 2001, October 20, 2003
|
O’Donnell, Mr. Patrick President Canadian Defence Industries Association November 22, 2004
|
O’Hanlon,Mr. Michael Senior Fellow, Foreign Policy Studies The Brookings Institution February 05, 2002
|
O’Shea,Mr.Kevin Director, U.S. General Relations Division, Department of Foreign Affairs and International Trade January 28, 2002
|
Olchowiecki, Private Chrissian CFB May 7-9, 2002
|
Orr, Major Ken Senior Staff Officer, Attraction Canadian Forces Recruiting Group CFB Borden June 25-27, 2002
|
Ortiz,The HonorableSolomon P. Ranking
Member, Subcommittee on Military Readiness (Democrat – February 06, 2002
|
Ouellet, Chief Warrant Officer J.S.M. 5th Canadian Mechanized Brigade Group CFB Valcartier September 24, 2003
|
Ouellet, Major Michel Acting Commanding Officer, 5th Canadian Service Battalion CFB Valcartier September 24, 2003 |
Ouellette, Lieutenant-Colonel Bernard Commander, 2nd Battalion, 22nd Royal Regiment, CFB Valcartier September 24, 2003
|
Parker, Major Geoff Infantry CFB Petawawa June 25-27, 2002 |
|
|
Parks, Lieutenant-Commander Mike Directorate of Army Training 5-4 CFB May 7-9, 2002
|
Parriag,
Ms Centre for Research and Information on December 6, 2004
|
Pasel, Mr. William Emergency
Measures Coordinator, Hamilton Emergency Services Department, City of March 31, 2003
|
Pataracchia, Lieutenant (N) John Representing
Commanding Officer, Canadian Forces Recruiting Centre, CFB Borden June 25-27, 2002
|
Paulson, Captain (N) Gary Commanding Officer of HMCS Algonquin Maritime Forces Pacific November 18-22, 2001
|
Payne,Captain (N)Richard Commanding
Officer, Maritime
Forces January 22-24, 2002
|
Pearson,Lieutenant ColonelMichael Commandant
of CFB Gagetown January 22-24, 2002
|
Pellerin,Colonel (Ret’d)Alain Executive Director Conference of Defence Associations October 15, 2001, April 19, 2004
|
Pelletier, Legislative and Regulatory Affairs, Airline Division Canadian
November 25, 2002
|
Penner, Lieutenant-Colonel Doug Commanding
Officer, North Saskatchewan Regiment ( January 27, 2003
|
Pennie, Lieutenant-General Ken Chief of Air Staff National Defence February 7, 2005
|
Pentland, Mr. Charles Political Studies, Centre for International Relations, Queen’s University November 29, 2004
|
Pentney, Mr. Bill Assistant Deputy Attorney General Department of Justice February 15, 2005
|
Peters,ColonelWilliam Director, Land Strategic Planning, Chief of the Land Staff National Defence July 18, 2001
|
|
|
Petras, Major-General H.M. Chief, Reserves and Cadets National Defence June 6, 2005
|
Pettigrew, Master Corporal Robert June 25-27, 2002
|
Pharand,M.Pierre Director, Airport Security Montréal Airports November 5-6, 2001
|
Pichette, Mr. Pierre Paul, Deputy Director,
Operational Management Department, September 26, 2003
|
Pichette,Mr.Pierre-Paul Assistant Director, November 5-6, 2001
|
Pigeon, Mr. Jacques Senior General Counsel and Head, Department of Justice, Legal Services Transport Canada December 2, 2002
|
Pigeon,Mr.Jean François Acting Director, Security Montréal Airports November 5-6, 2001
|
Pile, Commodore Ty Commander, Canadian Fleet National Defence May 6, 2005
|
Pile,Captain (N)T.H.W. (Tyron) Commander, Maritime Operations Group Four, Maritime Forces Pacific November 18-22, 2001
|
Pilgrim,SuperintendentJ. Wayne Officer in Charge, National Security Investigations Branch, Criminal Intelligence Directorate, RCMP July 19, 2001
|
Pilon, Mr. Marc Senior Policy Analyst, Security Policy Division, National Security Directorate Office of the Solicitor General February 24, 2003
|
Pinsent, Major John Canadian
Parachute Centre, 8 Wing June 25-27, 2002
|
Pitman,Mr.B.R. (Brian) Sergeant, Waterfront Joint Forces Operation, Vancouver Royal Canadian. Mounted Police November 18-22, 2001 |
Plante, Master Corporal 8 Air Maintenance Squadron 8 Wing June 25-27, 2002
|
Poirier, Mr. Paul Director, Intelligence and Contraband Division May 7-9, 2002
|
Polson, Captain (N) Gary Commanding Officer HMCS Algonquin Maritime Forces Pacific November 18-22, 2001
|
Potvin, Corporal 8 Air Maintenance Squadron 8 Wing June 25-27, 2002
|
Poulin, Corporal Mario CFB Borden June 25-27, 2002
|
Preece,Captain (N)Christian Maritime
Forces January 22-24, 2002
|
Préfontaine, Colonel Marc Comd 34 Brigade Group Executive The Black Watch November 5-6, 2002
|
Primeau,M.Pierre Investigator Organized Crime Task Force – RCMP November 5-6, 2001
|
Proulx,Asst. CommissionerRichard Criminal Intelligence Directorate RCMP October 22, 2001
|
Purdy, Ms. Margaret Associate Deputy Minister Department of National Defence August 14, 2002
|
Puxley, Ms Evelyn Director, International Crime and Terrorism Division,
Foreign Affairs April 11, 2005
|
Quick, Mr. Dave Co-ordinator, Emergency Planning City
of January 27, 2003
|
Quinlan, Grant Security Inspector Transport
June 24, 2002
|
Raimkulov, M.P., Mr. Asan May 12, 2003
|
Randall, Dr. Stephen J. Dean, Faculty of Social Sciences March 8, 2005
|
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Rapanos, Mr. Steve Chief, Emergency Medical Services City
of January 28, 2003
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Rathwell, Mr. Jacques Manager,
Emergency and Protective Services, City of February 3, 2003
|
Read, Mr. John A. Director
General, Transport Dangerous Goods, Transport February 25, 2004
|
Reaume, Mr. Al, Assistant Chief of Fire and
Rescue Services, Fire Department, City of February 27, 2003
|
Reed,The HonorableJack Chair
(Democrat – February 05, 2002
|
Regehr, Mr. Ernie Executive Director Project Ploughshares March 21, 2005
|
Reid, Chief Warrant Officer Clifford CFB Borden June 25-27, 2002
|
Reid,Lieutenant ColonelGord Commandant,
17 Wing November 18-22, 2001
|
Reid, Warrant Officer Jim Air Defence Missile CFB Petawawa June 25-27, 2002
|
Renahan, Captain Chris Armour CFB Petawawa June 25-27, 2002
|
Richard, CWO Stéphane 5th Canadian Service Battalion CFB Valcartier September 24, 2003
|
Vice President, Airport Operations Vancouver International Airport November 18-22, 2001
|
Richter, Dr. Andrew Assistant Professor, International Relations and Strategic Studies December 1, 2004
|
Riffou, Lieutenant-Colonel François Commander, 1st Battalion, 22nd Royal Regiment, CFB Valcartier September 24, 2003
|
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Rivest, Master Corporal Dan June 25-27, 2002
|
Robertson, Rear-Admiral Drew W. Director General, International Security Policy Department of National Defence February 23, 2004, April 11, 2005
|
Robertson, Mr. John Chief Building Inspector City
of January 30, 2003
|
Robinson, Second Lieutenant. Chase The Black Watch November 5-6, 2001
|
Rochette, Colonel J.G.C.Y. Director General Compensation and Benefits National Defence June 6, 2005
|
Romses, Brigadier-General R.R. Commander Land Forces Atlantic Area National Defence January 31, 2005 |
Rose,Mr.Frank International Security Policy The Pentagon February 6, 2002
|
Ross,Major-GeneralH. Cameron Director General, International Security Policy, National Defence January 28, 2002
|
Ross, Mr. Dan Assistant Deputy Minister (Information Management), National Defence February 14, 2005
|
Ross, Dr. Douglas Professor, Faculty of Political Science March 1, 2005
|
Ross, Master Warrant Officer Marc-André, 58th Air
Defence CFB Valcartier September 24, 2003
|
Rossell, Inspector Dave Inspector in charge of Operations-Support Services, Windsor Police Services City of Windsor February 27, 2003
|
Rostis, Mr. Adam Federal/Provincial/Municipal Liaison Officer May 6, 2005
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Rousseau, Colonel Christian Commanding Officer, 5th Area Support Group National Defence June 1, 2005 |
|
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Rudner, Dr. Martin Director,
Centre for Security and Defence Studies, June 3, 2004 / December 13, 2004
|
Rumsfeld,The HonorableDonald U.S. Secretary of Defense February 06, 2002 |
Rurak, Ms. Angela Customs Inspector May 7-9, 2002
|
Russell,
Mr. Robert A., Assistant Commissioner, Atlantic September 22, 2003 |
Rutherford, Master Corporal Denis CFB Borden June 25-27, 2002
|
Rutherford, Lieutenant-Colonel Paul Commander, 73 Communication Group National Defence March 9, 2005 |
Salesses,Lieutenant ColonelBob Logistics Directorate for Homeland Security, The Pentagon February 6, 2002
|
Samson, Chief Warrant Officer Camil 2nd Battalion, 22nd Royal Regiment CFB Valcartier September 24, 2003
|
Samson, Brigadier-General P.M. Director General, Intelligence National Defence October 22, 2001 |
Sanderson, Mr. Chuck Executive Director, Emergency Measures Organization, March 10, 2005
|
Saunders, Corporal Cora 16 Wing CFB Borden June 25-27, 2002 |
Saunders, Captain Kimberly Disaster Assistance Response Team CFB May 7-9, 2002
|
Savard, Lieutenant-Colonel Danielle Commander, 5th Field Ambulance CFB Valcartier September 24, 2003
|
Schmick, Major Grant Commanding Officer, Canadian Forces Recruiting Centre, CFB Borden June 25-27, 2002
|
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Scoffield, Mr. Bruce Director, Refugees Branch Department of Citizenship and Immigration March 17, 2003
|
Scott, Dr. Jeff Provincial Medical Officer of Health September 23, 2003
|
Scott, Captain John Canadian Parachute Centre 8 Wing June 25-27, 2002
|
Sensenbrenner, Jr.,The HonorableF. James, Chair (Republican – Wisconsin February 07, 2002
|
Shadwick, Mr. Martin Research Associate, Centre for International and Security
Studies, December 2, 2004
|
Shapardanov,Mr.Chris Counsellor, Political Canadian
Embassy ( February 04, 2002
|
Sharapov, M.P., Mr. Zakir May 12, 2003
|
Sheehy, Captain Matt Chairman, Security Committee Air
November 4, 2002
|
Sheridan, Director, Customs Passenger Programs June 24, 2002
|
Sigouin, Mr. Michel Regional
Director, October 27, 2003
|
Simmons,Mr.Robert Deputy Director, Office of European Security and Political Affairs February 6, 2002
|
Sinclair,Ms.Jill Director General, International Security Bureau, Department of Foreign Affairs and International Trade March 17, 2003
|
Sinclair,Ms.Jill Acting Assistant Deputy Minister, Global Security Policy, Department of Foreign Affairs and International Trade January 28, 2002 / August 14, 2002
|
Sirois, Lieutenant-Colonel Sylvain Commander, 5th Combat Engineer Regiment, CFB Valcartier September 24, 2003
|
Skelton,The HonorableIke Ranking
Member (Democrat February 6, 2002
|
Skidd, Officer Cadet. Alden The Black Watch November 5-6, 2002
|
Skidmore, Colonel Mark Commander, 2 Canadian Mechanized Brigade Group, CFB Petawawa June 25-27, 2002
|
Slater,Ms.Scenery C. District Program Officer Metro Vancouver District November 18-22, 2001
|
Smith, Corporal Canadian Postal Unit 8 Wing June 25-27, 2002
|
Smith, Captain (N) Andy Commanding Officer, Fleet Maintenance Facility, National Defence May 6, 2005
|
Smith, Mr. Bob Deputy
Chief, January 30, 2003
|
Smith, Mr. Bill Chief Superintendent Royal Canadian Mounted Police February 3, 2005
|
Smith, Mr. Doug Engineering Department City
of January 30, 2003
|
Smith, Master Corporal Terry 436 Transport Squadron 8 Wing June 25-27, 2002 |
Snow, Master Corporal Joanne June 25-27, 2002
|
Sokolsky, Dr. Joel Dean of
Arts and Professor of Political Science, November 22, 2004
|
Spraggett, Ernest Director, Commercial Operations June 24, 2002
|
Stacey, Corporal Derrick CFB Borden Administration Services CFB Borden June 25-27, 2002
|
|
|
Stairs, Dr. Denis Professor, Department of Political Science May 5, 2005
|
Starck,Mr.Richard Senior
Counsel, November 5-6, 2001 |
Stark,Lieutenant-CommanderGary Commanding
Officer, HMCS November 18-22, 2001
|
St-Cyr, Lieutenant-Colonel Commander, Support Unit, 430th Helicopters Squadron, CFB Valcartier September 24, 2003
|
Stevens, Pipe-Major Cameron The Black Watch November 5-6, 2002
|
Stewart, Warrant Officer Barton May 7-9, 2002
|
Stewart,Mr.James Civilian Human Resources Maritime
Forces January 22-24, 2002
|
Stewart, Chief William Fire
Chief and General Manager, October 30, 2003
|
Stiff, Mr. Bob General Manager, Corporate Security August 15, 2002
|
Professor
(retired), International Relations, November 25, 2002
|
Executive
Director, Centre for Emergency Preparedness and Response Health February 10, 2003
|
Stone, Master Corporal Canadian Parachute Centre 8 Wing June 25-27, 2002
|
St-Pierre,M.Jacquelin Commanding
Officer, Post 5, November 5-6, 2001
|
Stump,The HonorableBob Chair
(Republican – February 6, 2002
|
Sullivan, Colonel C.S. Wing Commander, 4 Wing Cold National Defence March 7, 2005 |
Sully, Mr. Ron Assistant Deputy Minister, Programs and Divestiture, Transport February 7, 2005 |
Summers, Rear-Admiral (Ret’d) Ken Naval Officers Association of Island February 28, 2005
|
Szczerbaniwicz,LColGary Commanding Officer, 407 Squadron Maritime Air Force Command Pacific November 18-22, 2001
|
Taillon, Mr. Paul Director, Review and Military Liaison Office of the Communications Security Establishment Commissioner June 2, 2005
|
Tait, Mr. Glen Chief,
March 31, 2003 |
Tarrant, Lieutenant-Colonel Tom Deputy Director of Army Training CFB May 7-9, 2002
|
Tatersall, Lieutenant-Commander John Directorate of Army Training 3 CFB May 7-9, 2002 |
Taylor,The HonorableGene Subcommittee
on Military Procurement
|
Taylor,Mr.Robert Inspector Vancouver Police Department November 18-22, 2001 |
Taylor, The Honourable Trevor Minister of Fisheries and Aquaculture Government of February 3, 2005
|
Theilmann, Mr.Mike Acting
Director, Counter-Terrorism Division, Solicitor General July 19, 2001
|
Thibault, Master Corporal Christian Gulf Squadron CFB May 7-9, 2002
|
Thomas, Vice-Admiral (Ret’d) Charles As an individual March 1, 2005
|
Thomas, Mr. John F. Partner BMB Consulting June 9, 2003
|
Thompson, Ms Susan Former Mayor of the City of As an individual March 10, 2005
|
|
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Tracy, Ms Maureen Acting Head, Customs Contraband, Intelligence and Investigations, Enforcement Branch, Canada Border Services Agency February 7, 2005
|
Director, Policy and Operations Division April 7, 2003 |
Tremblay, Colonel Alain Commander, Canadian Forces Recruiting Group, CFB Borden June 25-27, 2002
|
Tremblay, Lieutenant-Colonel Eric Commander, 5th Canadian Light Artillery Regiment, CFB Valcartier September 24, 2003
|
Tremblay, Captain (N) Viateur Deputy Commander, Naval Reserve Department of National Defence September 25, 2003
|
Trim, Corporal 8 Air Maintenance Squadron, 8 Wing June 25-27, 2002
|
Trottier, Lieutenant-Colonel Ron (Res) December 1, 2004
|
Tulenko, Mr. Timothy Political-Military
Officer, Canadian Affairs, February 06, 2002
|
16 Wing, CFB Borden June 25-27, 2002
|
Verga,Mr.Peter F. Special Assistant for Homeland Security, The Pentagon February 06, 2002
|
Villiger, Lieutenant-Colonel F.L. National Defence March 8, 2005 |
Wainwright, Lieutenant-Colonel J.E. Commander, 16/17 Field Ambulance National Defence March 9, 2005
|
Wamback,Lieutenant-Commander A. Commanding Officer, HMCS Windsor Maritime
Forces January 22-24, 2002
|
Ward, Master Corporal Danny June 25-27, 2002 |
|
|
Ward, Officer Cadet. Declan Student November 5-6, 2002
|
Ward,ColonelMike J. Commander Combat Training Centre CFB Gagetown January 22-24, 2002 |
Ward, Master Corporal Wing Operations 8 Wing June 25-27, 2002 |
8 Air Maintenance Squadron 8 Wing June 25-27, 2002
|
Wark,ProfessorWesley K. Associate
Professor in the Deptartment of History, October 1, 2001, May 5, 2003
|
Warner,The HonorableJohn Ranking February 05, 2002
|
Warren, Mr. Earle Director General, Major Projects Design and Development Directorate, Customs Branch February 10, 2003
|
Watt, Major John Commanding Officer, Bravo Squadron CFB Kingtson May 7-9, 2002 |
3 Area Support Group CFB Gagetown January 22-24, 2002
|
Weighill, Mr. Clive Deputy Chief of Police City
of January 27, 2003 |
Weldon,The HonorableCurt Chair,
Subcommittee on Military Procurement (Republican – February 06, 2002
|
Wells, Corporal Corwin CFB May 7-9, 2002
|
Werny, Colonel W.S. Commanding Officer, Aerospace Engineering Test Establishment National Defence March 7, 2005 |
Whalen, Private Clayton CFB May 7-9, 2002
|
Whitburn,Lieutenant ColonelTom Squadron 435 17 Wing November 18-22, 2001
|
White, Lieutenant (N) J2 CFB May 7-9, 2002 |
Wicks, Major Brian Commander,
103 Search and Rescue Squadron ( February 2, 2005
|
Williams, Mr. Alan Assistant Deputy Minister (Material) National Defence November 1, 2004 |
Williams, Captain (N) Kelly Former
Commanding Officer, HMCS September 22, 2003
|
Williams,
Director, Department of National Defence May 6, 2002, March 17, 2003
|
Wilmink, Mr. Chuck Consultant November 4, 2004 |
Wilson, Mr. Larry Regional Director, Maritimes Canadian Coast Guard September 22, 2003
|
Wing, Mr. Michael National
President, September 22, 2003
|
Winn, Mr. Conrad President and CEO COMPASS December 2, 2004
|
Wolsey, Chief Randy Fire Rescue Services, Emergency Response Department City
of January 28, 2003
|
Woodburn,CommanderWilliam Submarine Division Maritime
Forces January 22-24, 2002 |
Woods, Corporal Connor CFB Borden June 25-27, 2002
|
Wright, Mr. James R. Assistant Deputy Minister, Global and Security Policy, Department of Foreign Affairs and International Trade February 23, 2004 |
Wright, Robert Commissioner May 6, 2002 |
Wright, Mr. James R. Assistant Deputy Minister, Global and Security Policy, Privy Council Office February 23, 2004 |
|
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Wynnyk, Colonel P.F. Area Support Unit Commander National Defence March 7, 2005
|
Yanow, Rear-Admiral (Ret’d) Robert As an individual March 1, 2005 |
Young, Brigadier-General G.A. (Res) Deputy Commander, Land Forces Central Area December 2, 2004
|
Young, Dr. James Assistant Deputy Minister, Public Safety and Commissioner of Public Security, Ontario Ministry of Community Safety and Correctional Services October 30, 2003
|
Young, Major Marc J4 CFB May 7-9, 2002
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APPENDIX IV
66 Questions – Border Security
Response to the Standing Senate Committee on
National Security and Defence
Canada Border Services Agency
February 1, 2005
Personnel
Q1. How many land border crossings are there in
A1. There are 119 highway land borders
crossings. We classify these sites as
being a direct highway border arrival/reporting office for vehicles and people
from the
Q2. How many international airports are there in
A2. There are 13 major international airports that are staffed by CBSA officers:
§
§
§
§
§
§
§
§ Pierre Elliot Trudeau International Airport, Dorval, QC
§ Jean Lesage International Airport, Quebec City, QC
§ Halifax International Airport, NS
§
Greater
§
§
All passenger flights at
Mirabel were transferred to
In addition, there are
193 airports in
Q3. How many marine ports are there in
A3. Service is provided to more than 220 commercial marine vessel sites, 15 cruise ships sites, and 11 ferry clearance sites. As well, service is provided to more than 470 private marinas on a call-out basis. The CBSA has 3 major marine container examination centres that are staffed by officers on a permanent basis, Vancouver Marine Operations, BC; Montreal Marine Operations, QC and Halifax, NS.
Q4. How many full-time, indeterminate employees work at each land border crossing, international airport, and marine port?
A4. The following figures represent full-time (FTE - full time equivalent)indeterminate employees on strength for fiscal year 2003/2004:
Land Border Crossings: 2,006
International Airports: 1,133
Marine ports: 192
To these numbers we can also add for 2004approximately 700 Ports of Entry Officers (CIC) and 105 CFIA Inspectors.
Q5. How many student customs officers work at each land border crossing, international airport, and marine port?
A5. The following numbers represent student
customs officers working at the various locations across
Land Border Crossings: 589
International Airports: 306
Marine ports: 79
Other: 155
Total: 1,129 student customs officers for 2004
Q6. What, if any, are the different classifications of border crossings? Please define each.
A6. The different classifications of border crossings are as follows:
Airport of Entry/CANPASS: An airport of entry designated for CANPASS permit holders.
Airport of Entry/Commercial: Anairport of entry solely for the clearance of commercial goods arriving by air transport.
Airport of Entry/Military: An airport of entry solely for clearance of military aircraft only (unless otherwise designated).
Commercial Vessel: An authorized marine site where commercial vessels, other than ferryboats or cruise ships, report to customs.
CANPASS- Private Boats: Anauthorized marine port of entry solely for CANPASS Private Boat Program permit holders.
Cruise Ship Operations: An authorized disembarkation site for passengers and crew for all types of cruise ships.
Designated Commercial Office: An office that provides 24-hour service, 7-days-a-week, for reporting and clearing of commercial goods.
Ferry Terminal: An authorized point of entry for the disembarkation of passengers and/or vehicles arriving by ferry.
Inland Alternate Service: A location not staffed by CBSA customs, at which commercial clearance services are provided by an identified hub office.
Hub-Central Office: An office responsible for providing service to inland alternate service sites and other service locations reporting to the hub.
Highway (Land
Border Office): An authorized port of entry from the
Inland Customs Office: A CBSA customs office classified as a non-direct point of entry, which provides a full range of customs services to the general public and to other service sites. (e.g. in-bond highway, marine, rail, etc.)
Railway Depot: An authorized point of entry for the reporting of passengers and/or freight arriving by rail.
Telephone Reporting Site (Marine): A location at which non-commercial, private and passenger marine vessels may report to customs by telephone.
Q7. How many
points of entry into
A7. There are 7 airports that have on-site staff 24/7: Victoria International Airport, Vancouver International Airport, Edmonton International Airport, Calgary International Airport, Winnipeg International Airport, Lester B. Pearson International Airport (Toronto), and Pierre Elliot Trudeau International Airport (Dorval, QC)
There are also 61 land border sites that are staffed on a 24/7 basis.
How many for lesser periods?
The CBSA provides service to 200 airport service sites that are staffed less than 24/7.
There are also 58 land border offices that are staffed less than 24/7.
What are these periods?
Each site provides the hours of operation necessary to meet the needs of the community it serves. Hours of service may vary depending on the time of day, day of the week, and season.
Where are these ports of entry?
A listing of the 58 is attached in Appendix A.
Q8. How many points of entry have only one person guarding them per shift? What are the locations of these points of entry? Or what is the breakdown per Province?
A8. There are 139 locations across
Prairies Region: 40
Pacific Region: 22
Atlantic Region: 12
Windsor/St. Clair Region: 6
Niagara Falls/Fr.
Greater
Q9. What number and type of violent or threatening incidents against customs officers or student customs officers have taken place, by location, over the past 5 years?
A9. The CBSA has the following critical incident reports on file as a result of research conducted for the Job Hazard Analysis.
Assault Data
Threats |
Aggravated Assault |
Physical Assault by Weapon |
Police Called |
Arrest |
Weapon Seized |
Customs Inspector Injury Sustained |
39 |
24 |
0 |
42 |
34 |
2 |
19 |
Incidents by Region
Atlantic |
Quebec |
N. Ont. |
S. Ont. |
Prairies |
Pacific |
8% |
2% |
3% |
56% |
9% |
20% |
§ There were 63 documented critical incident reports covering a consecutive time period of approximately 24 months (August 23, 2000 – October 1, 2002).
Critical Incident Reports are completed as a requirement of the Criminal Code. It details criminal incidents and may describe one or more of the following events:
Threats to CBSA officers;
Assaults on CBSA officers;
Arrests; and
Police involvement.
Observations from Critical Incident Reports Review
§ There were no reported assaults with weapons (even though weapons were seized).
§ It should be further noted that all injuries to officers were minor in nature.
§ There were no fatalities or permanent disabilities.
Q10. What are the pay scales of a customs officer on the primary inspection line?
A10. All CBSA customs officers are currently classified at the PM-03 level. This level corresponds to a pay scale containing three grades that range from $48,802 to $53,091.
Q11. What increases are there in future years of their contract?
A11. The contract includes annual increases of:
§ 2.4% (effective June 21, 2005); and
§ 2.5% (effective June 21, 2006).
Q12. Is bilingualism a requirement for all posts? If not, where is it required and to what level? What percentage of employees is currently off on language training and what is the impact of these vacancies?
A12. Bilingualism is not a requirement for all jobs. According to Treasury Board policy Directives on the Linguistic Identification of Positions or Functions & the Staffing of Bilingual Positions, the identification of bilingual positions depends on the nature of the duties and the location of the position. Currently, approximately 35 employees are on language training, which represents 0.3% of CBSA employees. Due to the small percentage, the impact is minimal.
Q13. How many weeks
training do indeterminate customs officers who work on the PIL receive on the
job or at
A13. Primary Inspection Line
training is part of the overall Customs Inspector Recruitment and Training
Program. This program lasts 8.5 weeks
and is held in
Q14. How many subsequent weeks of training do they receive each year, for each specialty?
A14. There are over 70 training courses that are available to CBSA customs officers. Each year, through the performance management program, CBSA customs officers develop a learning plan to address their learning needs based on their work location, the type of clientele, the service (e.g. airport, highway) and their career aspirations. There are no prescribed numbers of weeks of training that officers have to receive every year.
Q15. Same previous 2 questions for term employees, part-time employees, and for student customs officers.
A15. Term and permanent part-time employees receive the same training as permanent CBSA customs officers. Student customs officers receive a three-week training program that focus essentially on primary processing.
Q16. How many grievances have CBSA and its predecessor received from customs officers over the past 5 years? Please provide totals by type of grievance and post, as well as the totals Agency-wide.
A16. Job content/effective date grievances
§ Over the past 5 years, there have been 1,690 job content /effective date grievances.
Classification Grievances:
§ Over the past 5 years, there were a total of 800 classification grievances.
Note: As per a MOU signed between the former CCRA and CEUDA in 2001, all these grievances were recently responded to under one individual griever.
Acting Pay Grievances:
§ Over the past 5 years, there were 3,128 acting pay grievances.
Q17. How many CCRA or CBSA employees have been injured during that period of time by people crossing the border by post and type of injury?
A17. The CBSA has the following critical incident reports on file as a result of research conducted for the Job Hazard Analysis.
In total, there were 793 hazard/accident reports filed between January 8, 2000 and October 1, 2002.
The following represents the percentages based on the 793 reports:
Categories of Events
Accident |
Incident |
Hazard |
Undefined |
91% |
7% |
2% |
<1% |
Accidents by Region
Atlantic |
Quebec |
North Ont. |
South Ont. |
Prairies |
Pacific |
5% |
5% |
6% |
67% |
11% |
6% |
Accidents by Function
Land Border |
Air |
Marine |
Postal |
72% |
19% |
9% |
<1% |
Injury Types
Strains & Sprains |
Cuts |
Contusions |
Exposure to Potentially Hazardous Substance |
Irritation |
Fractures |
Others |
Not Identified |
51% |
11% |
7% |
5% |
3% |
<1% |
10% |
12% |
Injury Treatment Categories
First Aid |
Medical |
Temporary Disability |
Permanent Disability |
Other |
89% |
2% |
<1% |
<1% |
8% |
Note: Accident Frequency and Severity rates, based on manpower deployment and hours worked, were not calculated.
Q18. How many student customs officers are employed year-round?
A18.For the past five years, we have employed between 1,100 and 1,200 student customs officers every year.
Q19. How many student customs officers during the past 5 years, for each year, are employed by customs and have one or more parents already working in customs?
A19. The following information represents, by fiscal year, the number of student customs officers:
2000/2001:1,235
2001/2002:1,228
2002/2003:1,256
2003/2004:1,152
2004/2005:1,129
Note:There is no data regarding students employed by the CBSA that have one or more parents already working for the CBSA.
Inspections
Q20. Are there quotas or targets of the number of inspections per hour that are formally or informally set? Is this something that is addressed during formalized training of employees?
A20. The CBSA does not set inspection quotas or target rates.
Q21. How many illegal weapons, and what type, have been seized over the past 5 years by port of entry?
A21. From January 1, 2000 to December 31, 2004 the CBSA seized 5,446 firearms, (2,010 of which were prohibited) and 20,129 other various prohibited weapons.
Type
|
Atlantic |
|
North Ont. |
South Ont. |
Prairies |
Pacific |
Non-Restricted
|
32 |
73 |
121 |
178 |
263 |
415 |
Restricted
|
96 |
85 |
194 |
719 |
490 |
770 |
Prohibited |
18 |
589 |
130 |
416 |
135 |
722
|
Atlantic
|
|
North Ont. |
South Ont. |
Prairies |
Pacific |
362 |
885 |
1103 |
9932 |
1488 |
6359
|
Q22. Are there quotas or targets set, formally or informally, of the number of passenger or commercial vehicles that have to pass through the PIL at border crossings? If so, what are they by crossing?
A22.The CBSA does not set inspection quotas or target rates. Upon arrival at a border crossing all passengers and commercial vehicles must pass through the primary inspection line.
Q23. What duties do student customs officers not carry out, and what percentage of the workload of an indeterminate customs officer does this amount to?
A23. Students do not perform the full range of a CBSA customs officer’s duties.
Students do not:
§ arrest for Criminal Code violations;
§ administer breathalyser tests;
§ participate in joint forces operations;
§ conduct intrusive examination of aircrafts;
§ perform deep rummage functions;
§ perform strategic export functions;
§ perform secondary immigration examinations;
§ target;
§ do analysis; nor
§ work in the enforcement area in the customs mail centres.
Like CBSA customs officers, the duties that student customs officers perform vary significantly depending on their work location. The CBSA ensures that student customs officers are appropriately trained to perform the duties they are asked to do.
Q24. Do student customs officers work alone?
A24. Student customs officers are part of a team and management ensures that they have access, at all times, to senior officers to obtain appropriate advice, guidance, training, support and assistance as our other employees do.
Q25. What constitutes supervision of student customs officers?
A25. Student customs officers work with appropriate supervision. They have access to senior officers at all times to obtain advice, guidance and assistance to do their work.
Q26. Is there a maximum ratio of student customs officers to full-time, indeterminate customs officers allowed in any one work place? What is that ratio?
A26. No, there is no set ratio. The ratio changes from shift to shift, from port to port, and from season to season. For example, the ratio is higher in the summer at many ports. One of the reasons that students are hired in the summer is for operational reasons. While CBSA customs officers take vacations, student customs officers perform certain tasks that they are trained to do, to allow CBSA customs officers to focus their attention on higher risk tasks.
Q27. If student customs officers are not permitted to enforce the Criminal Code, what happens when a Criminal Code offender, such as a drunk driver, reports to the PIL staffed by a student customs officer? Under any circumstance, is a student customs officer deemed to be detaining a suspect offender under the Criminal Code?
A27. The student would suspend questioning long enough to seek a designated officer on shift. If a designated officer were not readily available, the student would release the person once the examination is completed and immediately call the local police. At no time does the student have the authority to detain the subject under the Criminal Code for a suspected Criminal Code offence. Prior to release, the student may request that the traveller park his/her vehicle and seek alternate transportation and explain the consequences of not adhering to their request.
Land / Rail
Q28. How many containers in land crossings ports
were totally “destuffed” during the last 12 months for which you have
statistics? When is that 12-month
period, and what percentage is that of the total number of containers entering
A28. All containers, regardless of mode, that present a risk are examined. CBSA officers use state of the art inspection techniques combined with modern technology and risk assessment tools to make certain that all examinations are commensurate to the risk posed. Thus, the least intrusive alternatives are preferred as long as they satisfy us that there is no risk.
The majority of traders are honest and legitimate businesses that present a low risk. As a result, the proportion of containers and trucks that undergo examination is small. However, the number of examinations conducted varies from day-to-day and port-to-port, depending on the risk.
Q29. How many containers in land crossings ports
were “back ended” during the last 12 months for which you have statistics? When is that 12-month period, and what
percentage is that of the total number of containers entering
A29. All containers, regardless of mode, that present a risk are examined. CBSA officers use state of the art inspection techniques combined with modern technology and risk assessment tools to make certain that all examinations are commensurate to the risk posed. Thus, the least intrusive alternatives are preferred as long as they satisfy us that there is no risk.
The majority of traders are honest and legitimate businesses that present a low risk. As a result, the proportion of containers and trucks that undergo examination is small. However, the number of examinations conducted varies from day-to-day and port-to-port, depending on the risk.
Q30. How many containers in land crossings ports
went through a VACIS machine during the last 12 months for which you have
statistics? When is that 12-month period,
and what percentage is that of the total number of containers entering
A30. All containers, regardless of mode, that present a risk are examined. CBSA officers use state of the art inspection techniques combined with modern technology and risk assessment tools to make certain that all examinations are commensurate to the risk posed. Thus, the least intrusive alternatives are preferred as long as they satisfy us that there is no risk.
The majority of traders are honest and legitimate businesses that present a low risk. As a result, the proportion of containers and trucks that undergo examination is small. However, the number of examinations conducted varies from day-to-day and port-to-port, depending on the risk.
Q31. What tools currently exist at land border
crossings to accurately and rapidly identify people wishing to enter
A31. Officers use passport information and other identity documentation as well as interviews to obtain the identity of travellers. They also have access to a wide variety of databases that provide information on criminal and suspected terrorist lookouts, customs and immigration enforcement history as well as criminal records and intelligence.
Q32. How many land border, marine, or international airport customs offices currently do not have 24/7, real-time access to the customs mainframe so that customs officers can run people’s names and/or credentials through a database for a check?
A32. Currently, 62 offices do not have 24/7, real-time access to the customs mainframe. CBSA is currently developing a business case to address connecting all of the unconnected offices. Presently local customs offices have the option of acquiring access to the necessary databases through secure remote access. Officers have the ability to call other work locations that have 24/7 real time access to ensure that individuals are queried through the applicable databases when necessary. The feedback on these requests in received instantaneously.
Q33. How many times in the past 5 years has someone forced their way through a land border crossing by not stopping and simply driving on or around the office, or not going to secondary as instructed, or not turning around because the office was closed.
A33. It is estimated that in 2004, there were approximately 1,600 border runners or failure to report instances.
How many people were subsequently apprehended?
This information is not available on a national basis at this time. In many instances,
travellers do not intentionally fail to report and omit to do largely because
of their lack of understanding in their obligation under the law to do so. In
these instances no penalties are applied and travellers are made aware of these
obligation. This commonly occurs when a Canadian tourist
takes a wrong road and arrives at the
Q34 How many customs offices close at night?
A34. Of the 119 CBSA land border sites, there are 58 offices that close at night. Closing times vary greatly by site from ending services at 5 p.m. to closing at midnight.
How many of these offices have tools to help customs detect port runners – those who forced their way through?
The majority of these offices do not have any specific detections tools. Video cameras and surveillance equipment are available at approximately 7 sites, mainly in the Atlantic Region. The CBSA also sends its flexible response teams on an ad hoc basis.
Q35. What are the constraints on sending people to secondary at peak periods? What “surge” capacity exists at the 30 most active crossings?
A35. There are no constraints when sending people to secondary during peak periods. Referrals for secondary examinations are based on risk indicators and not on the number of people waiting. Peak periods are managed by adjusting shift schedules and using overtime.
Q36. How many rail crossings are there across the border?
A36. There are a total of 24 rail sites (passenger and freight).
How many of them have 24/7 customs officers posted at them?
There are no rail sites with a 24/7-staffed presence, as service is provided on a call-out basis upon arrival of a train.
Q37. Where are trains carrying freight across the border physically inspected?
A37. In most cases, freight trains are physically inspected inland. However, depending on the level of risk associated with the train, they can also be inspected as they cross the border.
If trains are physically inspected, do they ever stop (for any reason) before crossing the border?
The CBSA is not able to indicate if there are stoppages prior to arrival.
Marine
Q38. How many vessels do customs officers operate?
A38. The CBSA currently operates a total of 3
marine vessels: one in the
Q39. What is the minimum number of customs officers permitted to board a vessel being inspected?
A39. There is no minimum number of CBSA officers permitted to board a vessel being inspected. Whether examining and/or searching vessels and their cargo, conducting a deep rummage, verifying documents or interviewing persons on board, the CBSA will ensure that the number of officers on board is sufficient to complete the tasks efficiently and safely.
Q40. How many containers in sea ports were totally
“destuffed” during the last 12 months for which you have statistics? When is
that 12-month period and what percentage is that of the total number of
containers entering
A40. All containers, regardless of mode, that present a risk are examined. CBSA officers use state of the art inspection techniques combined with modern technology and risk assessment tools to make certain that all examinations are commensurate to the risk posed. Thus, the least intrusive alternatives are preferred as long as they satisfy us that there is no risk.
The majority of traders are honest and legitimate businesses that present a low risk. As a result, the proportion of containers and trucks that undergo examination is small. However, the number of examinations conducted varies from day-to-day and port-to-port, depending on the risk.
Q41. How many containers in sea ports were totally
“back ended” during the last 12 months for which you have statistics? When is
that 12-month period and what percentage is that of the total number of
containers entering
A41. All containers, regardless of mode, that present a risk are examined. CBSA officers use state of the art inspection techniques combined with modern technology and risk assessment tools to make certain that all examinations are commensurate to the risk posed. Thus, the least intrusive alternatives are preferred as long as they satisfy us that there is no risk.
The majority of traders are honest and legitimate businesses that present a low risk. As a result, the proportion of containers and trucks that undergo examination is small. However, the number of examinations conducted varies from day-to-day and port-to-port, depending on the risk.
Q42. How many containers in sea ports went through
a VACIS machine during the last 12 months for which you have statistics? When
is that 12-month period and what percentage is that of the total number of
containers entering
A42. All containers, regardless of mode, that present a risk are examined. CBSA officers use state of the art inspection techniques combined with modern technology and risk assessment tools to make certain that all examinations are commensurate to the risk posed. Thus, the least intrusive alternatives are preferred as long as they satisfy us that there is no risk.
The majority of traders are honest and legitimate businesses that present a low risk. As a result, the proportion of containers and trucks that undergo examination is small. However, the number of examinations conducted varies from day-to-day and port-to-port, depending on the risk.
Q43. How many places in
A43. Marine offices are not staffed on a 24/7 basis, however service may be provided under the CANPASS programs service delivery. The CBSA does not keep a record of the hours of service at private docks, marinas, or restaurants that serve as reporting sites and dispatches officers as required.
How many have one-shift coverage?
Since these are not staffed locations, no sites are considered as having one-shift coverage.
How many allow people to just phone in?
There are approximately 470 Telephone
Reporting Marine sites for private recreational boaters. Those travellers who are pre-approved members
of the CANPASS Private Boats program are required to report, by telephone,
their estimated time of arrival in
Travellers who are not CANPASS Private
Boat members, call the telephone reporting centre immediately upon arrival to
Please see Appendices B and C which explain the program and general reporting procedures.
http://www.cbsa-asfc.gc.ca/travel/canpass/privateboat-e.html
http://www.cbsa-asfc.gc.ca/travel/canpass/canpassprivateboat-e.html
Q44. How many phone-in marine locations are there which customs officers cannot access?
A44. There is access to each and every designated CBSA site that allows for CBSA customs officers to complete their secondary examinations and perform all verification functions. Should a site become inaccessible, the CBSA would withdraw the site from the approved list of designated reporting sites.
Air
Q45. How many airports in
A45. There are a total 200 air sites that do not have officers present on a 24/7 basis.
Q46. How many airports have customs officers present for only one shift?
A46.Seven of the 13 International Airports are staffed on a 24/7 basis; the other six are staffed for 16 hours daily. The vast majority of airports that the CBSA provides service to are not permanently staffed. Officers are dispatched from another work location to provide service and, in some instances, are one-shift operations. Officers are dispatched on an “as needed” basis to provide service outside of their normal hours of work on a call-out basis (overtime).
How many allow people to just phone-in?
All sites
that receive airport service can potentially receive general aviation-type
travellers that are required to report, by telephone, via the telephone
reporting centres. For those clients who
are pre-approved members of the CANPASS Private Aircraft program or the CANPASS
Corporate Aircraft program, the pilot must report the estimated time of arrival
phone at least 2 hours, but no more than 48 hours, before flying into
Please see Appendices D, E, and F for more information about the telephone reporting requirements for these programs.
http://www.cbsa-asfc.gc.ca/travel/canpass/generalavi-e.html
http://www.cbsa-asfc.gc.ca/travel/canpass/privateair-e.html
http://www.cbsa-asfc.gc.ca/travel/canpass/corporateair-e.html
What percent of phone-in declarations are subsequently verified by a customs officer?
All high-risk flights are subject to 100% verification levels.
Intelligence
Q47 Does CBSA have an intelligence division?
A47. Yes, there is an intelligence area within CBSA responsible for customs and immigration programs.
Q48. How are employees selected and trained for these positions?
A48. Employees are selected based on specific experience and knowledge criteria. Once selected, officers participate in formalized training courses and individual training plans are designed to address specific requirements based on experience and position requirements.
Q49. What is the nature and extent of intelligence training provided?
A49. Specific training packages in relation to Intelligence exist including classroom training, workshops, and on-the-job training.
Q50. Are CBSA employees able to take part in intelligence training provided to US border authorities?
A50. Yes.
Q51. As the threat from terrorism continues to grow, are CBSA employees provided with the necessary sensitivity and cultural training to ensure that they are properly prepared for incidents that may arise?
A51. Front-line CBSA employees are provided with diversity training. This training is delivered within the following programs: the Customs Inspector Recruit Training Program, the curriculum for POE immigration officer and the student customs officer training program. The CBSA has also developed an e-learning diversity course that will soon be accessible on-line to all CBSA employees.
Q52. Given the multicultural world we live in, are there sufficient numbers of employees with linguistic capability in languages other than French or English?
A52. Given the multicultural make up of certain
communities across
Q53. What is the capacity of CBSA to draw on the assistance of linguists in this regard?
A53. Given the multicultural make up of certain
communities across
Q54. Are intelligence units located at all land, sea, and air locations?
A54. Intelligence units service all land, sea and air locations. Where traffic volume and risk warrants there may be an on-site intelligence presence.
Q55. How is intelligence defined from a CBSA perspective, security intelligence, criminal intelligence?
A55. Intelligence is the result of subjecting information to an evaluative and analytical process. This process transforms the information into deductive patterns of meaningful inferences, which becomes “intelligence”. Intelligence forewarns of activities likely to occur and serves to establish indicators and trends. Intelligence serves as a proactive function in the CBSA environment that supports decision-making and enforcement efforts. Security and criminal intelligence is processed in the exact same manner.
Q56. From where does CBSA derive its intelligence? Is it collected by CBSA, or is CBSA the beneficiary of the intelligence collection efforts of others?
A56. The CBSA receives intelligence from a wide array of domestic and foreign partners and develops intelligence independently based on information, clients, and internal and external sources.
Q57. With whom does CBSA share intelligence and from whom does CBSA receive intelligence?
A57. The CBSA shares and receives intelligence with and from partner agencies both domestic and foreign. Specific agencies include foreign customs and immigration agencies, the RCMP, CSIS and local police agencies, as well as with other foreign governments with which we have information-sharing agreements.
Q58. Do all CBSA employees have security clearances, to what level?
A58. Yes, all CBSA employees undergo a security screening prior to appointment within the organization. Security Screening levels vary depending upon the position (or duties) of the employee.
As a minimum, employees are initially security screened to the “reliability” level. Further screening is conducted if the employee will be appointed to a position that requires a Security Clearance at the Confidential, Secret or Top Secret Level. No individual is appointed without first obtaining the appropriate security screening level. Further, as outlined in the terms and conditions of employment, the requirement to retain the required security level is a condition of employment, and failure to do so may result in termination of the appointment. These terms and conditions are strictly enforced by the CBSA.
Q59. Are there limitations on the ability of CBSA intelligence officers to share intelligence with other CBSA employees and/or other departments, federal, provincial, municipal, and foreign governments?
A59. CBSA intelligence officers have the authority to share intelligence information on a need to know basis with other employees pursuant to the provisions of the Privacy Act and the Customs Act, as well as agreements and memoranda of understanding, define the circumstances and types of information that may be shared with external and foreign partners.
Q60. Does CBSA have access to all of the information it requires from other government agencies? How does CBSA manage this access, how is information received, stored, and accessed at border points?
A60. The CBSA has access to information from many government agencies. This access is restricted under some circumstances and is often dependent on the end use of the information. There is some information that is not available due to privacy and legislative constraints.
The information is stored for the prescribed periods of time in an environment appropriate to the required security level. Information received is disseminated to field offices as required through a combination of electronic and manual methods including lookouts entered into our enforcement systems, bulletins and alerts.
Q61. Do CBSA officers have peace officer status? Is this a requirement for access to information held by federal, provincial, and municipal police departments?
A61. CBSA customs officers derive their peace officer status from Section 2 of the Criminal Code. Under the Immigration and Refugee Protection Act (IRPA), a CBSA immigration officer may be delegated the authority and powers of a peace officer.
It is not a requirement to be a peace officer to access information held by federal, provincial, and municipal police departments.
Q62. What are the responsibilities or limitations on employees when an incident moves away from the border? Are there geographical restrictions on an employee’s capacity to remain involved or to take action that may be required?
A62. There are no legislative or regulatory limitations. CBSA investigators work on customs and immigration inland cases to address inland issues. However, responsibility for the enforcement of the Custom Act and the Immigration and Refugee Protection Act is shared with the RCMP.
Q63. Please describe in detail, the process followed by a CBSA officer when someone is stopped at the border and something gives the CBSA officer reason to be concerned. i.e. what type of checks are conducted, with what agencies, with what data banks.
A63. Suspect travellers are referred to the secondary area for a more in-depth interview and examination. Officers have direct access to a wide variety of databases that provide information on criminal and suspected terrorist lookouts, customs and immigration enforcement history as well as criminal records and intelligence. Depending on the circumstances, CSIS, the RCMP or another law enforcement organization can be contacted for further information.
Q64. Does direct contact exist with the RCMP, CSIS, Transport, etc., 7 days a week, 24 hours a day? Is this contact local, or through organizational headquarters? Are response times sufficient? Have there been problems in getting a response to a particular incident?
A64. There is contact with all federal and local agencies on a 24/7 basis as required at local and headquarters levels.
There have been no specific problems associated with responses from other
agencies that would indicate ongoing or endemic problems.
Q65. Is CBSA part of the IBETs (Integrated Border Enforcement Team)? Does CBSA have access to the same intelligence as other members of the team?
A65. The CBSA is an integral part of the IBETs and has access to the same intelligence as all members.
Q66. Is CBSA part of the INSET, (Integrated National Security Enforcement Team)? Does CBSA have access to the same intelligence as other members of the team?
A66. Yes, CBSA officers participate in the INSET program and have access to the same intelligence as all as other members of the team.
APPENDIX V
Map of Land Border Crossings in Canada
Prepared by Canada Border Services Agency at the Request of the Committee
APPENDIX VI
History of the Evolution of the Canada Border Services Agency
Prepared by the Canada Border Services Agency at the request of the Committee
The Canada Border Services Agency (CBSA) operates as an integral part of the Public Safety and Emergency Preparedness (PSEP) portfolio. The creation of the CBSA, just over one year ago, brought together the Customs Branch of the former Canada Customs and Revenue Agency (CCRA), as well as parts of the Appeals and Compliance Branches that supported Customs; the Intelligence, Interdiction, and Enforcement program of Citizenship and Immigration Canada (CIC); and the Import Inspection at Ports of Entry program from the Canadian Food Inspection Agency (CFIA). In October 2004, the immigration functions at Ports of Entry were also transferred to CBSA.
Bringing these border service functions together provides
the CBSA with the flexibility required to take a more comprehensive and
streamlined approach to strengthening
As the CBSA enters its second year of operation, we will focus our efforts on key activities that will further strengthen public safety and security as we continue to build a stronger, smarter border. Our key priorities for 2005-2006 are: integrated border management, a solid corporate foundation, program integrity, a modern management regime, and a knowledge-based approach.
APPENDIX VII
Organizational Chart of the CBSA
Prepared by the Canada Border Services Agency at the request of the Committee
APPENDIX VIII
Diagram of a Typical Land Border Crossing
Prepared by the Canada Border Services Agency at the request of the Committee
A) Primary Inspection Line (PIL)
The term “Primary Inspection Line” (PIL) refers to the point
at which the person entering
Travellers arriving in
At land border ports of entry, travellers approaching the CBSA inspection line stop at a PIL booth. They remain in their vehicles while the inspector conducts the primary interview. In contrast to the declaration procedure at airports, the highway interview does not require completion of a declaration card by the traveller.
For travellers arriving by marine modes, the CBSA inspector
may board the vessel upon its arrival.
The inspector will review passenger manifests and crew lists. The master of the vessel is responsible for
ensuring passengers are presented to CBSA who require examination for
immigration purposes. The master must
also ensure that all passengers terminating their voyage at any port of arrival
in
B) Secondary Inspection
A secondary inspection is conducted to verify information or to conduct a physical examination, as a result of a referral from PIL. During the inspection, the officer may make use of tools such as intelligence databases, contraband detection equipment, x-ray equipment or detector dogs.
CBSA officers working the PIL may refer a person whom they
believe should be examined in more detail in order to determine whether they
have a right to enter
§ verify or determine that a person and their baggage, goods, and conveyance comply with the laws and regulations administered by CBSA and other government departments (OGD's) (i.e. declaration verification, tariff classification, valuation);
§ conduct examinations of identified persons, baggage, goods, and conveyances such as those selected by enforcement systems or deemed as possibly suspect by an alert or lookout; and
§ confirm or negate officers’ suspicions based on reasonable grounds and indicators of non-compliance.
APPENDIX IX
Comparison of Reverse Inspection vs. Land Pre-Clearance
Prepared by the Canada Border Services Agency at the request of the Committee
§ Preclearance involves relocating the border operations of one country to another.
§
It has been applied successfully in the air context
for decades with
§ Application of preclearance at the land border is a natural next step.
§ While the preclearance concept is sound, it has not been applied and tested at the land border.
§ This is why the Governments agreed to pilot land preclearance at Peace Bridge, where U.S. border inspection functions will be moved from Buffalo to Fort Erie, Ontario; and, at another site, yet to be determined, where Canadian inspection facilities will be moved to the U.S. side of the border.
§ Land preclearance allows for the placement of border inspection where it makes most sense and where land is available to address congestion and security issues.
§ Reverse inspection is one form of preclearance and involves both sets of border officials switching where they conduct border inspections.
§
In
the Canada-U.S. context, this would entail the Canada Border Services Agency
moving its inspection facilities to the
§ Reverse inspection may provide greater infrastructure security than land preclearance; however, it also requires geography on both sides of the same border crossing that would accommodate it.
§
On
this latter point, it is important to note that land preclearance is being
considered on the Canadian side of Peace Bridge, in large measure because of land
constraints on the Buffalo side that hamper efficient border operations. The geography at the
APPENDIX X
Summary of Main Issues to be Resolved with Regards to Land Pre-Clearance
Prepared by the Canada Border Services Agency at the request of the Committee
§
§ Legislative changes to the Canadian Preclearance Act will be needed to support the land preclearance agreement, before it can be brought into force. These legislative changes will be introduced for review by Parliament in the coming months.
§
Land
preclearance will be reciprocal, in that it will be capable of accommodating US
officials operating on Canadian soil as well as Canadian officials operating on
§
The
§ Implementation of the land preclearance pilots will also require important infrastructure changes to be made by the crossing operators. Once the Canadian site has been announced, work will begin with the crossing operator on site design and development and environmental assessments.
APPENDIX XI
ModuSpec Risk Analysis Comparison
ModuSpec Risk Management Services Report
This appendix presents excerpted sections of the working and final drafts of the Job Hazard Analysis prepared by ModuSpec Risk Management Services Canada Ltd. The section deals with firearms. The working draft appears first. The final draft appears second.
This appendix will enable readers to compare and contrast the drafts, and to decide for themselves the significance of any differences.
APPENDIX XII
Chart Documenting the Construction Timeline to 2013
Source:
Transport
Windsor-Detroit Crossings and Crossing Corridor Alternatives
Below is a diagram of the existing crossings at Windsor-Detroit.
Source: Michigan Department of Transportation and U.S. Department of Transportation Federal Highway Administration, “Draft Purpose and Need Statement,” 1. Available at: http://www.partnershipborderstudy.com/pdf/DraftPurpose&Need_WEB.pdf. Last visited: June 06, 2005.
Source: Courtesy of Sam Schwartz Engineering, LLC.
APPENDIX XIV
Senate Law Clerk’s Opinion on the Constitutionality of US-style Legislation
By Hand
The Honourable Colin Kenny, Chair,
Standing Senate Committee on National Security and Defence,
The Senate
June 2, 2005
Dear Senator Kenny,
On
behalf of the Standing Senate Committee on National Security and Defence, you
have asked whether it would be lawfulfor
the Parliament of Canada to adopt a waiver of laws provision along the lines of
that being considered by the U.S. Congress in Bill H.R. 418, the Real ID Act of
2005. The relevant
My conclusion is that an analogous waiver of laws provision, adapted to the Canadian context, is within the power of the Parliament of Canada. However, the differences in our constitutions, administrative structures and national values, and the different nature of the social problems being addressed, would suggest the need for variations in the legislation.
Context
The
context of the U.S. provision is an existing statutory requirement that the
Attorney General, in consultation with the Commissioner of Immigration and
Naturalization, carry out installations to ensure the expeditious construction
of roads and barriers in the U.S. designed to deter illegal crossings in areas of
high illegal entry into the United States, in particular near San Diego. The proposed amendment would replace an
existing power of the Attorney General to waive two federal environmental
statutes with an expanded power of the Secretary of Homeland Security to waive
all laws necessary to ensure expeditious construction of the barriers and
roads. The mischief being addressed is
that the existing power proved insufficient to prevent delay because opponents
were able to resort to
The
context of your concern is your Committee’s belief that the federal government
needs to expedite construction of key border infrastructure in the
Windsor-Detroit area. The Committee has
determined that the existing situation is in the nature of a public order
emergency because a serious disruption of an existing crossing would threaten
the security of
Hence,
while the
Constitutional Considerations
What would be the source of Parliament’s power to legislate a waiver provision?
With respect to federal laws, it is a fundamental proposition that the power to make laws carries with it the power to amend and repeal them, and hence the power to waive them too. Parliament can provide for the waiver of federal laws and has done so in the past.
With respect to provincial laws, the Canadian constitution allows the federal Parliament to make laws that operate in the provincial sphere. If a federal law is made in relation to a valid head of federal constitutional power and “…is inconsistent with a provincial law, the doctrine of paramountcy stipulates that the provincial law must yield to the federal law” (Peter Hogg, Constitutional Law of Canada (3rd), p. 16-17). The federal statute book contains numerous provisions that expressly bind Her Majesty in right of a province.
What valid
head of federal constitutional power is relevant to
A second head of federal power is the combined effect of subsection 91(29) and paragraph 92(10)(a) of the Constitution Act, 1867. Paragraph 92(10(a) removes from provincial jurisdiction all works or undertakings that extend beyond the limits of a province. Subsection 91(29) is the corollary provision that gives Parliament jurisdiction over those classes of subjects expressly excepted in the enumeration of the classes of subjects assigned exclusively to the legislatures of the provinces.
In addition,
Parliament has the express jurisdiction, under s. 92(10)(c), to declare any work, although wholly situate within a province,
to be a work for the general advantage of
Therefore, while borders themselves are not an expressly assigned head of power in the Constitution Act, 1867, either Parliament now has jurisdiction over border crossings under the combined effect of paragraph 92(10)(a) and subsection 91(29), or Parliament may obtain jurisdiction over border crossings through a declaration or declarations made under s. 92(10)(c).
Several other enumerated heads of federal power are also relevant, including: the public debt and property (s. 91(1.12)); the regulation of trade and commerce (s. 91(2)); militia, military and naval service, and defence (s. 91(7)); ferries between a province and any British or foreign country or between two provinces (s. 91(13)); naturalization and aliens (s. 91(25)); criminal law (s. 91(27)); and agriculture and immigration (s. 95).
Flowing
from these grants of federal power, the following exercises of it can be
particularly noted: those in relation to
national security, those in respect of local works and undertakings extending
beyond the province and works declared to be for the general advantage of
With respect to national security, royal assent was given on March 23, 2005 to the Department of Public Safety and Emergency Preparedness Act, which establishes the new department and repeals the Department of the Solicitor General Act. Other Acts that come under the general rubric of national security include the National Defence Act, the Canadian Security Intelligence Service Act, the Emergencies Act and the Emergency Preparedness Act.
Bill C-44, entitled An Act to amend the Canada Transportation Act and the Railway Safety Act, to enact the VIA Rail Canada Act and to make consequential amendments to other Acts, is presently before Parliament. One of the bill’s objectives is to centralize some decision-making regarding international bridges and tunnels. Clause 63 of that bill would amend the Canada Transportation Act in many ways, including the addition of sections 172.14 to 172.19 and section 172.2, which would appear under the heading “Security and Safety”. These provisions allow the Governor in Council, on the recommendation of the Minister, to make regulations respecting the security and safety of international bridges and tunnels. The provisions also authorize the Minister to make emergency directions when there is an immediate threat. This, then, is arguably a more particular and restricted exercise of power on the same subject matter.
With
respect to the infrastructure itself, the simplicity and certainty of declaring
a work to be for the general advantage of
More related to the building of new infrastructure than to the proposed waiver is the spending power. Parliament exercises the spending power in a myriad of ways. While its exercise is not always appreciated and occasionally objected to, Professor Hogg says: “It seems to me that the better view of the law is that the federal Parliament may spend or lend its funds to any government or institution or individual it chooses, for any purpose it chooses; and that it may attach to any grant or loan any conditions it chooses, including conditions it could not directly legislate”. (p. 6-17)
Any exercise of federal power should of course be examined for compliance with the Canadian Charter of Rights and Freedoms.
In
addition, while the Charter does not expressly protect property rights, the Canadian Bill of Rights does. Section 1 of that quasi-constitutional
statute recognizes and declares the right of enjoyment of property, and the
right not be deprived thereof except by due process of law. It requires that every law of
Adaptation Considerations
The fact that something can be done doesn’t mean that it can be done in any way. It must be done correctly, as an appropriate exercise of power within the applicable parameters. In adapting the concept of a waiver provision to the Canadian context, the following are among the additional considerations that should be taken into account.
Either
in the conferring or the exercise of a waiver power,
While Parliament might want to limit the ability to block or delay the construction of border infrastructure by conferring and exercising a waiver power on the executive Government, it could of course anticipate concerns being raised over the abolition of judicial review and Canadians might not want to see those affected deprived of their recourse to the courts for compensation or damages.
Finally, Parliament would want to be careful in conferring the waiver power to ensure a responsible mechanism for its exercise. While the lead Minister for a national security measure might be the Minister of Public Security and Emergency Preparedness, the unusual nature of such a waiver power would suggest placing political responsibility for its exercise on the Governor-in-Council.
Trusting the whole to your satisfaction, I am
Yours truly,
Mark Audcent
APPENDIX XV
Biographies of Committee Members
The Honourable NORMAN K. ATKINS, Senator
Senator Atkins was born in Glen Ridge, New Jersey. His family is from
A former President of Camp Associates Advertising
Limited, a well-known Toronto-based agency, Senator Atkins has also played an
active role within the industry, serving, for instance, as a Director of the
Over the years, Senator Atkins has had a long and successful career in the field of communications – as an organizer or participant in a number of important causes and events. For instance, and to name only a few of his many contributions, Senator Atkins has given of his time and energy to Diabetes Canada, the Juvenile Diabetes Foundation, the Dellcrest Children’s Centre, the Federated Health Campaign in Ontario, the Healthpartners Campaign in the Federal Public Service as well as the Chairperson of Camp Trillium-Rainbow Lake Fundraising Campaign.
Senator Atkins was also involved with the Institute for Political Involvement and the Albany Club of Toronto. (It was during his tenure as President in the early 1980’s that the Albany Club, a prestigious Toronto private club, and one of the oldest such clubs across the country, opened its membership to women.)
Senator Atkins has a long personal history of political involvement. In particular, and throughout most of the last 50 years or so, he has been very active within the Progressive Conservative Party – at both the national and the provincial levels. Namely, Senator Atkins has held senior organizational responsibility in a number of election campaigns and he has served as an advisor to both the Rt. Hon. Brian Mulroney and the Rt. Hon. Robert L. Stanfield, as well as the Hon. William G. Davis.
Norman K. Atkins was appointed to the Senate of Canada
on June 29, 1986. In the years since, he
has proven to be an active, interested, and informed Senator. In particular, he has concerned himself with
a number of education and poverty issues.
As well, he has championed the cause of Canadian merchant navy veterans,
seeking for them a more equitable recognition of their wartime service. Senator
Atkins served in the
Currently, Senator Atkins is the Chair of the
Progressive Conservative Senate Caucus, and a member of Internal Economy,
Budgets and Administration, the National Security and Defence Committee and the
Veterans Affairs Subcommittee. He is
also the Honourary Chair of the Dalton K. Camp Endowment in Journalism at
The Honourable TOMMY BANKS, Senator
Tommy Banks is known to many Canadians as an accomplished and versatile musician and entertainer. He is a recipient of the Juno Award, the Gemini Award and the Grand Prix du Disque.
From 1968 to 1983 he was the host of The Tommy Banks Show on television. He has provided musical direction for the ceremonies of the Commonwealth Games, the World University Games, Expo ’86, the XV Olympic Winter Games, various command performances and has performed as guest conductor of symphony orchestras throughout Canada, the United States, and in Europe.
He was founding chairman off the Alberta Foundation for
the Performing Arts. He is the recipient
of an Honourary Diploma of Music from
Tommy Banks was called to the Senate of Canada on 7 April 2000. On 9 May 2001, Senator Tommy Banks was appointed Vice-Chair of the Prime Minister's Caucus Task Force on Urban issues.
He is currently a member of the Committee on National Security and Defence, Chair of the Committee on Energy, the Environment and Natural Resources, and chair of the Alberta Liberal Caucus in the Parliament of Canada.
A Calgary-born lifelong Albertan, he moved to
The Honourable Jane Cordy, Senator
An accomplished educator, Jane Cordy also has an extensive record of community involvement.
Senator Cordy earned a Teaching Certificate from the
Nova Scotia Teacher’s College and a Bachelor of Education from
In 1970, she began her teaching career, which has included stints with the Sydney School Board, the Halifax County School Board, the New Glasgow School Board, and the Halifax Regional School Board.
Senator Cordy has also served as Vice-Chair of the Halifax-Dartmouth Port Development Commission and as Chair of the Board of Referees for the Halifax Region of Human Resources Development Canada.
Senator Cordy has also given generously of her time to numerous voluntary organizations. She has been a Board Member of Phoenix House, a shelter for homeless youth; a Member of the Judging Committee for the Dartmouth Book Awards; and, a volunteer with her church in Dartmouth.
Senator Cordy is a native of
Currently, she is a member of the Standing Senate
Committee on National Security and Defence and the Standing Senate Committee on
Social Affairs, Science and Technology.
She is Chair of the Canadian NATO Parliamentary Association and
Vice-Chair of the Canadian Branch of the Commonwealth Parliamentary Association.
The Honourable JOSEPH A. DAY, Senator
Appointed to the
Senate by the Rt. Honourable Jean Chrétien, Senator Joseph Day represents the
He is currently a Member of the following Senate Committees: National Security and Defence; the Subcommittee on Veterans Affairs, National Finance and Internal Economy Budgets and Administration. Areas of interest and specialization include: science and technology, defence, international trade and human rights issues, and heritage and literacy. He is a member of many Interparliamentary associations including the Canada-China Legislative Association and the Interparliamentary Union. He is also the Chair of the Canada-Mongolia Friendship Group.
A well-known
An active member of the community, Senator Day recently chaired the Foundation, and the Board of the Dr. V.A. Snow Centre Nursing Home, as well as the Board of the Associates of the Provincial Archives of New Brunswick. Among his many other volunteer efforts, he has held positions with the Canadian Bar Association and other professional organizations, and served as National President of both the Alumni Association (1996) and the Foundation (1998-2000) of the Royal Military Colleges Club of Canada.
Senator Day holds
a Bachelor of Electrical Engineering from the Royal Military College of Canada,
an LL.B from Queen’s University, and a Masters of Laws from Osgoode Hall. He is a member of the bars of
The Honourable J. MICHAEL FORRESTALL, Senator
The Honourable J. Michael Forrestall was born at
The Honourable J. Michael Forrestall was subsequently re-elected to the House of Commons in 1968, 1972, 1974, 1979, 1980, and 1984. He first became Official Opposition Defence Critic in 1966, and challenged the government of Prime Minister Pearson on the Unification of the Canadian Forces. Senator Forrestall subsequently served as Defence Critic from 1966-1979 and served over that period of time as a member of the House of Commons Standing Committee on National Defence and Veterans Affairs.
From 1979-1984, the Honourable J. Michael Forrestall served as a member or alternate to the North Atlantic Assembly. During that period of time he also served as General Rapporteur of the North Atlantic Assembly’s Military Committee and presented the committee report entitled Alliance Security in the 1980's. In November of 1984, Senator Forrestall led the Canadian delegation to the 30th Annual Session of the North Atlantic Assembly.
In 1984, the Honourable J. Michael Forrestall was appointed Parliamentary Secretary to the Minister of Transport, and in 1986, the Minister of Regional Industrial Expansion and the Minister of State for Science and Technology. He was a candidate in the 1988 General Election and defeated. In 1989, Senator Forrestall was appointed to the Board of Directors of Marine Atlantic, and then in 1990, appointed to the Veterans Appeal Board.
On September 27, 1990, the Honourable J. Michael
Forrestall was appointed to the Senate of Canada. From 1993-1994 he was a
member of the Joint Parliamentary Committee on
The Honourable J. Michael Forrestall is currently a member of the NATO Parliamentary Association, Canada-Europe Parliamentary Association, Inter-Parliamentary Union, Commonwealth Parliamentary Association, Canada-U.S. Inter-Parliamentary Group and the Royal Canadian Legion and a Director of the North Atlantic Council of Canada.
The Honourable COLIN KENNY, Senator
Career History
Sworn in on June 29th, 1984
representing the
Committee Involvement
During his parliamentary career, Senator Kenny has served on numerous committees. They include the Special Committee on Terrorism and Security (1986-88) and (1989-91), the Special Joint Committee on Canada’s Defence Policy (1994), the Standing Committee on Banking Trade and Commerce, the Standing Committee on National Finance, and the Standing Committee on Internal Economy, Budgets and Administration.
He is currently Chair of the Standing Senate Committee on National Security and Defence. The Senator is also currently a member of the Steering Committee of the Standing Senate Committee on Energy, the Environment and Natural Resources and a member of the Standing Senate Committee on Internal Economy, Budgets and Administration, Chair of the Subcommittee on Member Services.
Defence Matters
Senator Kenny has been elected as Rapporteur for the Defence and Security Committee of the NATO Parliamentary Assembly. Prior to that he was Chair of the NATO Parliamentary Assembly Subcommittee on the Future Security and Defence Capabilities and Vice-Chair of the NATO Parliamentary Assembly Subcommittee on the Future of the Armed Forces.
EMAIL: kennyco@sen.parl.gc.ca
Website: http://sen.parl.gc.ca/ckenny
The Honourable MICHAEL A. MEIGHEN, Senator
Appointed to the
Senate in 1990, the Honourable Michael Meighen serves on various Senate
Standing Committees including Banking Trade and Commerce, Fisheries, National
Security and Defence, and chairs the Subcommittee on Veterans Affairs. He has
also served on the Special Joint Committee on
In his private career,
Senator Meighen practiced litigation and commercial law in
Senator Meighen’s present involvement in community service includes the Salvation Army (Past Chair), Stratford Festival (past Chair), Prostate Cancer Research Foundation (Director), Atlantic Salmon Federation - Canada (President), University of King’s College (Chancellor), University of Waterloo Centre for Cultural Management (Chair, Board of Governors), McGill University (Governor).
Senator Meighen is a
graduate of
The Honourable JIM MUNSON, Senator
Jim Munson is best known to Canadians as a trusted journalist and public affairs specialist. He was nominated twice for a Gemini in recognition of excellence in journalism.
As a journalist, he reported news
for close to thirty years, more recently as a television correspondent for the
CTV network. During those years he applied
his knowledge, his skills and his wit as an acute observer of people and
politics to write and deliver compelling television stories and reports from
all parts of
After a brief period of consulting with the Minister of Indian and Northern Affairs, he joined the Prime Minister’s Office, first as a Special Communications Advisor before being promoted to Director of Communications.
Jim Munson was called to the
Senate of Canada on 10 December 2003, to represent the
He is currently a member of the Committee on National Security and Defence, Internal Economy, Budgets and Administration, and the Committee on Official Languages.
Born in
The Honourable Pierre Claude Nolin, Senator
Senator
Pierre Claude Nolin was first appointed to the Senate by Prime Minister
Mulroney on June 18, 1993 to represent the district of De Salaberry in
Since his appointment, he has been an active parliamentarian nationally and on the international scene. He is the Vice-Chair of the Senate Committee on Internal Economy, Budget and Administration. He is also a member of the Senate Committee on Legal and Constitutional Affairs and the Joint Committee for the Scrutiny of Regulations. From 1999 to 2002, he chaired the Special Senate Committee on Illegal Drugs.
At the international level, he serves as the Vice-President of the Canadian NATO Parliamentary Association and General Rapporteur of the Science and Technology Committee.
Senator Nolin is lawyer and has been a member of the Quebec Bar Association since 1977. He has worked for several law firms.
Before his appointment, he was active politically serving in key posts inside and outside the federal government. He was chief of staff for the Minister of Public Works from 1984 to 1986. He was subsequently named to the position of special assistant to Prime Minister Brian Mulroney. He left the federal government to assume the position of Director General of the Progressive Conservative Party of Canada. He also served as Co-Chair of the 1997 Electoral Campaign.
Born
in
APPENDIX XVI
Biographies of the Committee Secretariat
Major-General (Ret’d) G. Keith McDonald, Senior Military Advisor
MGen McDonald grew up in
MGen McDonald operationally flew the Tutor, T-33, CF5, CF104 and CF18 aircraft accumulating over 4000 hours of pilot in command throughout his 37-year career in the Air Force, Canadian Forces.
He held staff positions at the
Major General McDonald ended his
military career as the Director of Combat Operations at Headquarters North
American Aerospace Defence Command at
After leaving the military in 1998, General McDonald served a period of “conflict of interest” prior to joining BMCI Consulting as a Principal Consultant in the Aerospace and Defence Division. He left BMCI in 2002 to set up his own consulting company, KM Aerospace Consulting.
Major General McDonald has a degree in Political and Economic
Science (Honours Courses) from the
General McDonald is married to the former Catherine Grunder of
Barry A. Denofsky, National Security Advisor
Mr. Denofsky held a variety
of operational and senior management positions with CSIS which have included the following: Chief, Counter
Intelligence, Quebec Region, Deputy Director General Operations, Ottawa Region, Deputy Director General Counter
Terrorism, Headquarters,
Mr.
Denofsky also represented CSIS for many years at meetings of the NATO Special
Committee in
Mr. Denofsky is a graduate of
the
Dr.
Grant Dawson joined the Parliamentary Research Branch of the Library of Parliament in March 2003. He serves as the Research Officer for the Standing Senate Committee on National Security and Defence.
Dr.
Dawson received his Double Honours B.A. (History and English) and M.A.
(History) from the
Dr.
Dawson has lectured for the
Liam Price, Analyst
F. William Price joined the Parliamentary Research Branch of the Library of Parliament in January 2004. He serves as a Research Officer for the Standing Senate Committee on National Security and Defence.
Mr. Price received a cum laude Bachelor of Science Foreign
Service in International Politics Security Studies from
Mr. Price's recent studies have included work on post-positivist
international relations theory, military responses to terrorism and the
emergence of Private Military Companies in
Brigadier-General James S. Cox OMM CD MA (Retired), Analyst
Brigadier General James S.
Cox was born in
In following years, Brigadier
General Cox served with the
Brigadier General Cox
completed six operational tours of duty with the United Nations. He has trained
with the United States Army, The United States Marine Corps, the British Army
Special Air Service and the Royal Marines. He is a graduate of the
Since retiring from the Army in August 2001, Brigadier General (Ret’d) Cox has worked as a consultant in Ottawa, completed graduate studies and served as the Executive Secretary of the Canadian Association for Security and Intelligence Studies. In addition to his current position as a Library of Parliament Researcher, he is a doctoral candidate in War Studies at the Royal Military College of Canada.
Daniel Charbonneau, Committee Clerk
Dan joined the Senate Committees Directorate as a committee clerk in 2001 and has worked on several committees including: National Security and Defence, Social Affairs, Science and Technology, Agriculture and Forestry and Illegal Drugs.
Dan graduated from Laurentian University with an Honours B.A. in Political Science specializing in Canadian Government. As a student, he was active on campus and held several key positions in the Association des étudiantes et étudiants francophones (AEF) including president and C.E.O. He served on the university’s academic Senate and several of its committees. Following graduation, he continued his involvement as a board member of the Laurentian University Alumni Association.
From 1995 to 2000, Dan worked as a Special Assistant and a Senior Outreach Officer for a member of the House of Commons.
Currently, he is a part-time
student at
Jodi Turner, Committee Clerk
Jodi Turner joined the Committees Branch of the Senate in January 2005. She serves as the Co-clerk for the Standing Senate Committee on National Security and Defence.
Ms. Turner received a cum laude Double Honours Bachelor of
Arts (French and Political Studies) and a cum
laude Masters in Public Administration (specialization in Canadian
Politics), from the
Previous to joining the
Committee, she served as Chief of Staff to the Speaker of the Senate from 2002
– 2005; and was Vice-President of Research for Western Opinion Research in
Kevin Pittman – Legislative Clerk
Kevin studied history at
Memorial University of Newfoundland and then went on to complete a Political
Science degree at
Following a 3 year period
overseas in Asia, he undertook his graduate studies in Policy Analysis at
He began working at the
Committees Directorate in September, 2004. For the two years previous, he was
with Parliamentary Public Programs at the
[1] The statistic is for 2002. See Industry
[2] Approximately 14 million commercial trucks cross the Canada-U.S. border each year, which accounts for approximately 70% of Canada-U.S. trade. Commercial truck traffic is expected to increase by 118% over the next 30 years.
[3]
[4] The basic assumption
behind the $7 million (CDN) and $14.3 million (CDN) figures are that border
delays interrupt time-sensitive supply-chains leading to temporary losses in
industrial production. The segments of the Canadian economy most likely to
experience production delays and costs due a 4-hour border delay as of
September 2003 were: Animal/Plant - $1,400,971;
According
to a recent Ontario Chamber of Commerce member survey, most respondents said
that they experience delays of 1 to 2 hours almost daily. The length of delay
at the border is difficult to predict. This makes it impossible to plan for
delays in advance and helps explain why delays are so costly. See
[5] Canada-United States-Ontario-Michigan Border Transportation Partnership, “Planning / Need and Feasibility Study – Regional and National Economic Impact of Increasing Delay and Delay-Related Costs at the Windsor-Detroit Crossings – Final Report,” Report prepared by HLB Decision Economics Inc., (January 2004) 47.
[6] See for example, Independent Task Force on the Future of North America, “Creating a North American Community,” Chairman’s Statement (March 15, 2005), 10. Available at: http://www.cfr.org/pdf/NorthAmerica_TF_eng.pdf. Last visited: April 28, 2005.
[7] The Schengen Agreement was signed in 1985 and
expanded into the Schengen Convention and Schengen acquis in 1995. The EU signatories are
.
[8] Canada Border Services Agency, “Response to the Standing Senate Committee on National Security and Defence – 66 Questions – Border Security” (February 1, 2005): 9.
[9] Dave McIntosh, The Collectors: A History of Canadian Customs and Excise(Ottawa: Ministry of Supply and Services Canada, 1984) 133.
[10] Canada
Border Services Agency, Comptrollership Branch. In 2003-04, the government
collected approximately $76.65 million in customs import duties on personal
goods for all travelers entering
[11] This figure does not include any GST or provincial taxes collected or excise duties on items such as tobacco and alcohol. See Department of Finance, “Federal Government Public Accounts, Table 3 – Budgetary Revenues,” (October 2004). Available at: http://www.fin.gc.ca/frt/2004/frt04_1e.html#Table3. Last visited: April 14, 2005.
[12] In October 2004, the government transferred further functions to CBSA, making it responsible for the on-going delivery of immigration operations at ports of entry. With this, the government completed the integration of customs, immigration, and food inspection personnel into an integrated border inspection corps. See Canada Border Services Agency, “Government of Canada announces transfer of certain functions between Citizenship and Immigration Canada and the Canada Border Services Agency,” (October 12, 2004). Available at: http://www.cbsa-asfc.gc.ca/newsroom/releases/2004/1012functions-e.html. Last visited: April 29, 2005.
[13] Canada Border Services Agency, “2005-2006 to 2007-2008 Estimates, Part III – Report on Plans and Priorities,” (2005): 16-7.
[14] This would include special items such as cigarettes, perfume and wine.
[15] On
September 18, 2003, the U.S. Senate passed a resolution co-sponsored by Senator
Susan Collin (R-ME), and Senators Baucus, Bingaman, Domenici,
[16] Denis Lefebvre, “Testimony,” Proceedings of the Standing Senate Committee on National Security and Defence, (February 7, 2005).
[17] VACISing was an expression used in discussion between Senator Kenny and Mr. Lefebvre to describe the process of examining trains with a Vehicle and Cargo Inspection System, an x-ray based technology that allows Inspectors to determine the contents of a container or a truck without opening it.
[18] Free
and Secure Trade (FAST) and
[19] The
Committee is convinced that
[20] Canada Border Services Agency, “2005-2006 to 2007-2008 Estimates, Part III – Report on Plans and Priorities,” (2005): 7.
[21] Department of Foreign Affairs and International Trade, “Box E: NAFTA@10,” Fifth Annual Report on
Canada’s
State of Trade: Trade Update, (
[22]
According to the Department of National Revenue in 1992-93 there were 8,330
full-time equivalents delivering the customs program. According to the Auditor
General in 2003, about 8,300 people were employed by the customs program. See
Department of National Revenue, “1994-95 Estimates – Part 3, Expenditure Plan,”
(
[23] Customs
Excise Union, “Security Problems at
[24]
Reuters, “Lawmakers Criticize Bush on Border Security,’ (March 3, 2005).
Available at: http://edition.cnn.com. Last
visited: March 16, 2005; and Department of Homeland Security, “Agents Added to
U.S.-Canada Border to Enhance Homeland Security,” (July 2, 2003). Available at:
http:www.usembassycanada.gov/content/index.asp. Last visted, April 20, 2005.
While the U.S.-Canadian Border is approximately 8892 kilometers long, and the
U.S.-Mexican border is approximately 3200 kilometers long, the northern border
is guarded by only 10 per cent of
[25] Canada Border Services Agency, “Response to SCONSAD – 66 Questions,” (February 1, 2005): 4.
[26] Cited
in Catherine Solyom, “Border agents doze at posts, traveler says,”
[27] These statistics come from a Canada Border Services Agency written response to a list of Committee questions. According to the Agency, it had 2006 full-time equivalent indeterminate employees working at land border crossings in 2003-04. The figure of 589 was the amount of replacements on strength during last July, the peak month for replacement employment. Cited from Canada Border Services Agency, “Response to the Standing Senate Committee on National Security and Defence – 66 Questions – Border Security,” (February 1, 2005): 2.
[28] Canada Border Services Agency, “Response to SCONSAD – 66 Questions,” (February 1, 2005): 10.
[29] Denis Lefebvre, “Testimony,” Proceedings of the Standing Senate Committee on National Security and Defence, (February 7, 2005).
[30] Canada Border Services Agency, “Response to SCONSAD – 66 Questions,” (February 1, 2005): 10-11.
[31] Lefebvre, “Testimony,” Proceedings of the Standing Senate Committee on National Security and Defence, (February 7, 2005).
[32] Standing Senate Committee on National Security and Defence, Canadian Security Guidebook: 2005 Edition, (December 2004) 27.
[33] CBSA defines critical incidents as events that could lead to police involvement and arrests and involve criminal incidents (situations like threats and assaults to officers). ModuSpec Risk Management Services, Customs Inspectors and Superintendents Job Hazard Analysis – Final Report – Working Draft, 16, 25-6. In a response to the Committee’s inquiries about critical incidents facing officers, CBSA noted that of these 63 critical incidents: a. there were no reported assaults with weapons (even though weapons were seized); b. it should be further noted all injuries to officers were minor in nature; c. None of incidents resulted in fatalities or permanent disabilities to officers.
[34] The Canada Border Services Agency estimated that in 2004 there were approximately 1,600 border runners or failure to report instances. CBSA said that those numbers are so high (in part) because many travelers do not intentionally fail to report, but only omit to do so because of their lack of understanding of their obligation under the law. See: Canada Border Services Agency, “Response to SCONSAD – 66 Questions,” (February 1,
2005): 12.
[35] There are several complicated issues that need to be resolved with regards to border runners. The committee is not addressing the border runner problem directly in this report and will examine and comment on those issues in a later report as part of an examination of security between land border crossings.
[36] These "temporary" instructions were issued to border personnel three years ago and have not been replaced. See Jim Abbott, “Speech to Parliament,” House of Commons Hansard, (December 13, 2004). Available at: /38/1/parlbus/chambus/house/debates/044_2004-12-13/han044_1730-E.htm. Last visited: April 30, 2005.
[37] Elinor
Caplan, “Address to the Custom Program’s Senior Managers,
[38] Customs
Excise Union, “Security Problems at
[39] ModuSpec Risk Management Services, Customs Inspectors and Superintendents Job Hazard Analysis – Final Report – Working Draft, 26.
[40] ModuSpec Risk Management Services, Customs Inspectors and Superintendents Job Hazard Analysis – Final Report – Draft, (January 2003) 31.
[41] Alain Jolicoeur, “Testimony,” Proceedings of the Standing Senate Committee on National Security and Defence, (April 11, 2005).
[42] Stephan Zuberec, “Letter to Senator Colin Kenny,” (April 28, 2005) 1.
[43] See
Standing Senate Committee on National Security and Defence, The Myth of
Security at
[44] ModuSpec conducted about 200 interviews with customs officers and found that 75% do not believe carrying a gun is necessary. See ModuSpec Risk Management Services, Customs Inspectors and Superintendents Job Hazard Analysis – Final Report – Draft, (January 2003) 31.
[45] Elinor
Caplan, “Address to the Custom Program’s Senior Managers,”
[46] Canada Border Services Agency, “Response to SCONSAD – 66 Questions,” (February 1, 2005): 12.
[47] Bandwidth refers to a data transmission rate; a certain amount of bandwidth is the amount of information (bits/second) that can be transmitted along a communications channel, like a phone line or a satellite connection. Bandwidth is determined by the technological infrastructure including communications networks, computer hardware and software that is in place. Alain Jolicoeur, “Testimony,” Proceedings of the Standing Senate Committee on National Security and Defence, (April 11, 2005).
[48] Customs Excise Union, “Security
Problems at
[49]According to the fifth status report on the
Smart Border Action Plan,
[50] Jolicoeur, “Testimony,” Proceedings of the Standing Senate Committee on National Security and Defence, (April 11, 2005).
[51] Jolicoeur, “Testimony,” Proceedings of the Standing Senate Committee on National Security and Defence, (April 11, 2005)..
[52] Anne McLellan, “Testimony,” Proceedings of the Standing Senate Committee on National Security and Defence, (April 11, 2005).
[53] The
[54]
[55]
[56] In
2004,
[57]
[58] Greg Keenan, “Governments urged to fix Detroit-Windsor border troubles,” The Globe and Mail, Wednesday, June 16, 2004: B4.
[59] A non-tariff barrier is an economic, political, legal, or administrative impediment to trade other that does not involve a duty or a tax. Examples include import quotas, discriminatory government procurement practices, and discriminatory product standards. Border risk is a non-tariff barrier to trade is so much as the uncertainty related to the reliability of the border is affects the likelihood of investors wanting to split production across the border.
[60] The
Honourable David L. Emerson, “Speaking Points to the Canadian Chamber of Commerce,”
[61] Michael H. Belzer, “The Jobs Tunnel: The Economic Impact of Adequate Border-Crossing Infrastructure,” 49-50, 53. These figures translate into lost productivity and fewer jobs.
[62] Michael H. Belzer, “The Jobs Tunnel: The Economic Impact of Adequate Border-Crossing Infrastructure,” 49-50, 53.
[63] Michael H. Belzer, “The Jobs Tunnel: The Economic Impact of Adequate Border-Crossing Infrastructure,” 49-50, 53.
[64] The
City of
[65] The
Canada-U.S.-Ontario-Michigan Border Transportation Partnership consists of the
U.S. Federal Highway Administration, Transport
[66] Kristine Burr, “Testimony,” Proceedings of the Standing Senate Committee on National Security and Defence, (February 7, 2005).
[67]
George Bush, “Remarks by the President and Prime
Minister Chretien on
[68] Roger F. Noriega, “Remarks to the Canadian-American Business Council Washington, DC,” (April 14, 2004) Available at: http://www.state.gov/p/wha/rls/rm/31402.htm. Last visited: June 06, 2005.
[69]
[70]
[71] State
of
[72]
Disinvestment would be accurately defined as the withdrawal of capital
investment from
[73] Michael Vaughn, "Five Questions for…The President, Automotive Parts Manufacturers' Association" The Globe and Mail (Thursday September 23, 2004): G2.
[74] Forbes
Magazine has alleged that the owner of the
[75] Bruce McCuaig, “Testimony,” Proceedings of the Standing Senate Committee on National Security and Defence, (December 1, 2004); and Guy Bujold, “Testimony,” Proceedings of the Standing Senate Committee on National Security and Defence, (February 7, 2005).
[76] Sam Schwartz Engineering PLLC (SSC) was retained by the City of Windsor, Ontario, to provide the City with a recommended approach on how to address both commercial and passenger related traffic issues as they relate to the Detroit-Windsor border crossings.
[77] The Committee is of the view that the government only needs to begin design on four of the five alternatives because the fifth option, which involves twinning an existing crossing, fails to provide the redundancy the Committee believes is necessary for Windsor-Detroit. The Committee recommended that redundancy be a key element of any crossing above on page 45.
[78] Bujold, “Testimony,” Proceedings of the Standing Senate Committee on National Security and Defence, (February 7, 2005).
[79]The Bill in question is the Real ID Act of 2005. It is available at http://thomas.loc.gov.
[80] IBETs are deployed in-between border points and are not involved in customs and immigration processing.
[81] The
Committee’s early impression
is that insufficient equipment has been deployed across
[82]
McLellan, “Testimony,” (April, 11, 2005); and Alain Jolicoeur, “Enhancing
[83] Canada Border Services Agency, “Fact
Sheet: Free and Secure Trade program,” (January 2005) and “Fact Sheet:
[84] Our
early impressions are not many. In its investigations to date, the Committee
has heard an anecdotal account from a FAST program participant at
[85] “Too Much Secrecy,” Washington-Post (August 28, 2004): A24.
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