Transport Committee on Jan. 26th, 2026

[The Chair, Liberal, Peter Schiefke]

I call this meeting to order.

Welcome to meeting number 17 of the Standing Committee on Transport, Infrastructure and Communities.

Pursuant to Standing Order 108(2) and the motions adopted by the committee on Thursday, September 18, 2025, and on Thursday, December 11, 2025, the committee is resuming its study of the changing landscape of truck drivers in Canada.

Today's meeting is taking place in a hybrid format, pursuant to the Standing Orders.

I'd like to make a few comments for the benefit of our witnesses and our members.

First, please wait until I recognize you by name before speaking. For those participating by video conference, click on the microphone icon to activate your microphone, and please mute yourself when you are not speaking. For those on Zoom, at the bottom of your screen you can select the appropriate channel for interpretation: floor, English or French. Those in the room can use the earpiece and select the desired channel.

As a reminder, all comments should be addressed through the chair.

For members in the room, if you wish to speak, please raise your hand. The clerk and I will manage the speaking order as best we can, and we appreciate your patience and understanding in this regard.

I would now like to welcome the witnesses.

Appearing as individuals are: Claudia Boucher; Nathalie Poulin, accounting technician; and Mélanie Séguin, entrepreneur.

Thank you for taking the time to appear before us today.

We will now proceed with our opening statements.

Ms. Boucher, you have five minutes for your opening remarks. The floor is yours.

[Claudia Boucher, As an Individual]

Good morning.

My name is Claudia Boucher. I'm here as a survivor of an accident involving a heavy truck in September 2025. Given the fact that no one knows my story, I'll share it with you.

I am the mother of three children. I'm in the active part of my life, and I was supposed to go back to work full time the week after my accident. I was still on maternity leave at the time.

I was on a country road between Laurier-Station and Sainte‑Croix, which is in the Lotbinière RCM, in the suburbs of Lévis, near Quebec City. I was stopped behind a school bus.

That's a pretty busy road, but it was a nice day. It was 25°C. I was driving and listening to the radio. I stopped for the first time, and a young person got on the bus. I stopped a second time, and a young person crossed the street on the left side and got on the bus. I stopped for the third or fourth time. I didn't see anything coming. My car literally exploded. There was dual impact: I got hit from behind and then I hit the school bus. My car moved all the way across the street and stopped there. I was able to open my door, get out of the car and collapse on the grass. When I turned around, I saw that I had been rammed by a 53-foot Safex truck and that I had rammed the school bus, of course.

At the time, I was in a state of shock. There was glass everywhere. Everything that had just happened wasn't really clear to me. A gentleman came to help me, and the truck driver came to see me, with his phone in his hand. He asked me if I wanted water, and he handed me a bottle of water. The gentleman who came to assist me asked the truck driver why he hadn't seen us. The bus was stopped, its flashing lights were on and the stop signal arms were extended. A young person was crossing in front of the bus at the time. He jumped to avoid getting hit by the bus that moved forward after the collision. His sister was late, so she was still in the house. Otherwise, she would have been in front of the bus. We were on the brink of tragedy in all respects. I was alone in my car. I didn't have my daughter, who had just started day care the week before. My children had taken the bus in the morning to go to school, as well.

When I asked him in English why he didn't see us—he didn't understand the question asked in French by the person who helped me—he said he didn't speak French. Then he left. I told him that he couldn't possibly not have seen us, that he was definitely using his phone or texting. Then he went back to his truck.

Afterwards, emergency services arrived and we were taken care of. The ambulance took us to the hospital. There was an orange code at the hospital in Lévis, which means a massive influx of injured people. There were injuries on the bus, of course. What would have happened had I not been there?

Today, let's assume that it could have been serious. Do we have to wait for half a dozen or a dozen young people to die before action is taken? I don't think so. I came home at night to join my children, who were wondering what had happened and why I hadn't picked them up. It was a big stressor on the family, let's put it that way, and the repercussions are still being felt today.

At first, I was diagnosed with a cervical strain. Then I was diagnosed with a concussion with moderate to severe symptoms, vestibular disorders and labyrinthine contusions. I have back and neck pain. I have redone MRIs. I was diagnosed with herniated disks, and I have post-traumatic stress related to the event. In any case, that's a lot of issues.

I'm not here to complain about surviving; I'm here to explain to you that it could have been worse. About half of the young people on the bus wrote to me. I literally had parents thanking me for being there that day.

I learned that the truck driver had received tickets for not stopping when the bus signals were on, and for following me too closely. The truck wasn't following me; it basically came in at full speed, and the driver wasn't looking in front of him. There was no criminal investigation. A collision reconstructionist came to the scene of the accident. That person has the same powers as a coroner, I'm told, but there was no criminal prosecution. Why? There was a dash cam in the truck, but it was not seized. Why?

I now have to deal with the Société de l'assurance automobile du Québec, which doesn't know much about mild traumatic brain injuries, or mTBIs. I have been off work since the accident, and I am being monitored in a number of ways: physiotherapists, psychoeducators and other specialists are now part of my daily life.

The driver is probably driving another truck. Has Safex been investigated? No, not to my knowledge. Maybe it never will be. The company continues, according to its business model, to hire Driver Inc. truckers, and that's well known. In Quebec, people know that. I have accepted a number of requests for radio interviews on the topic. People no longer feel safe on the roads.

[The Chair, Liberal, Peter Schiefke]

Thank you, Ms. Boucher.

Ms. Poulin, you have the floor for five minutes.

[Nathalie Poulin, Accounting Technician, As an Individual]

Thank you, Mr. Chair.

My name is Nathalie Poulin. I am testifying before you following the death of my daughter.

I'm sorry, I wasn't supposed to cry.

[The Chair, Liberal, Peter Schiefke]

Take your time, Ms. Poulin, there's no hurry. You have all the time you need.

[Nathalie Poulin]

On December 18, 2024, a driver left the Port of Montreal with a container. He made it to highway 73. He ignored 14 road signs. One of them said he couldn't take that exit. The first signs indicated that it was the last exit before Vallée-Jonction. Depending on the weight of the truck and where it came from, it couldn't take that exit. A number of other signs indicated that the maximum tonnage allowed to take that exist was 15 tonnes. Just to give you an idea, the truck and the empty container weigh almost 15 tonnes. It's impossible not to exceed that limit with a load.

In addition, the driver was supposed to check the brakes, but he never did. A number of other signs indicated the grade of the hill, but I imagine he didn't take that into account, either. He didn't know what that meant. The last sign that could have saved my daughter's life indicated that there was a arrester bed on the right, when descending. He didn't even try to get there. He probably didn't even know what those signs meant.

I don't drive a truck and I don't have any training in that area. These signs are not written in French or English, but rather consist of drawings. When I see these signs, I understand them. How can anyone not understand them?

The driver went down the hill too fast. There's a traffic light at the bottom of the hill. He tried to turn, but was not able to. My daughter was coming, and the traffic light was green. That's all she saw. The truck tipped over, and my daughter's car flattened out like a pancake. The accident occurred at 12:30 p.m., and she was pulled out of the car and sent to the morgue at 4:30 p.m.

How did we find out? My daughter had her cellphone. Nowadays, everyone enters the contact information of a person to be contacted in an emergency. When there is an accident or a major impact to the cellphone, the contact gets a text message and emergency services are called. In addition, the cellphone is located and the information is sent to the person to contact in an emergency. When the first responders took Alexandra to the morgue, we could track her, as her cellphone sent us her coordinates.

The first thing we learned was that there had been an impact and that emergency services had been called. We weren't sure what was going on, but we didn't worry too much. We never thought there was an accident. It was her spouse, who was waiting for her at home, who went to the accident site to see what was going on. That's when he found out what had happened. I found out about it much later, by telephone. Police officers now no longer go to announce a death. The 811 people are the ones who are trained for that, apparently, but they didn't have time to travel that day. So it was a lovely 911 lady who told me over the phone that my daughter had died.

In the wake of that, we have a number of questions. Why? Who? How? What happened? How could it happen? Through all of this, we have uncovered heartbreaking truths that we had not thought about. I never thought I would have to fight to make people understand that our families are not safe. How can companies that don't comply with traffic safety laws still have trucks on the road? How can that be tolerated in 2026? It's an aberration. How can someone drive a heavy truck without being trained?

You'll tell me that there is now mandatory training. In 2020, the federal government called for a minimum amount of training. Quebec promised us that training in 2023, but it was introduced in 2025. How many people have licences today without training?

The person who hit and killed my daughter didn't get his licence the week before. That driver had been driving trucks for a few years already, and he still does. Since the investigation is not over, the police do not have the power to take away his driver's licence. When you go home today, look at the trucks next to your car. That same driver may be at the wheel. Imagine what we feel when we are on the road and look at the truck beside us. Maybe he's driving; we don't know. It's an aberration.

We have made requests to the Department of Transport for measures to be taken and for the signage to be changed. That hill is extremely dangerous. A commercial building located at the bottom of the hill has even been moved because a truck had crashed into it when coming down the hill. Again, we have no news on that. A year later, two cameras were installed. That is what's been done so far. We were called and promised things that were supposed to be done in May 2025, but nothing has been done so far.

I don't want to sound like I'm whining. Those who know me know very well that the message I've been hammering home from the beginning is that, in life, you have two choices: stay at home and complain, or try to get involved and move forward, as we're doing today. If I just wanted to complain, I wouldn't come here. There are no words to express the pain of losing a child. The proof is that there are no such words in the dictionary; they don't exist.

Since the accident, we have been trying to make sense of all this. That's why we're here today. The worst part is that, since the accident, no one has been wanting to hear what we have to say—no one. We have made phone calls to both MPs and MNAs. No one wants to touch it, as if it were radioactive. If someone today can explain to me why, I'd love to hear it. Is it because you'll lose votes? Why?

How can people be able to buy a licence in Ontario? Transportation is a federal responsibility. You are the ones who enact the laws and regulations. We had to fight to be here today. Can someone explain to me why? You should have called us and asked us what you could have done to help us. However, we're still forced to kick down doors; we're still forced to fight.

No one will ever call me “mom” again, as she was my only daughter. Today, perpetrators will go home, see their children and continue their lives. What are we doing? We're not living; we're surviving. That's what we've been doing since the accident: surviving. I would like to believe that it didn't happen for nothing and that the necessary measures can be taken today to protect our families and our children. It is your duty to do so. That's why you were elected.

Today, this is a reminder that the road can kill, that negligence has irreversible consequences. Justice, prevention and collective responsibility are not options; they are duties. We'd love to do it on our own, but we can't. You're the ones with the opportunity to do that.

That's all, Mr. Chair.

[The Chair, Liberal, Peter Schiefke]

Thank you, Ms. Poulin.

Ms. Séguin, you have the floor for five minutes.

[Mélanie Séguin, Entrepreneur, As an Individual]

Good morning, everyone.

Let me introduce myself. My name is Mélanie Séguin.

I am here today, on January 26, 2026, to request changes to certain laws that, in my opinion, are somewhat archaic in some respects, given the evolution of our society. My requests are as follows: make changes regarding the renewal of work permits, the legislative framework and the temporary retention of passports in the event of fatal accidents. The reasons for my requests are as follows.

On July 19, 2022, my stepdaughter Nancy, my grandson Loïc and Nancy's companion Benoit set off from Saint‑Jean‑sur‑Richelieu for Sainte‑Martine, a trip of barely an hour. There was construction on Highway 30 eastbound. The entrance to Highway 10 was closed, and traffic had been diverted. A little detour was necessary. Around 10:30 p.m., on Highway 30 eastbound, a pileup occurred at kilometre 69.5. It involved eight vehicles, including a 53–foot truck, and killed on impact—at least, I hope—Loïc Chevalier, 11, and Nancy Lefrançois, 42, mother of four boys. In addition, a dozen people were injured, if memory serves. Three of them were seriously injured, including Mathis Chevalier and Benoit Lavoie. The name of the third person is still unknown to me at this time.

At around 3 a.m., news of their deaths broke. The news kept on coming: there were two seriously injured, Mathis and Benoit, who were being treated for various injuries.

On October 5, 2022, the Sûreté du Québec in Boucherville organized a meeting to inform us that the accident was criminal. According to the evidence, it involved the use of a cellphone while driving. The police also informed us that the respondent, Mr. Singh, had left the country less than 24 hours after the accident. There is no legislation authorizing the seizure of a passport at this time. On July 13, 2023, the following charges were laid against Baljeet Singh: two counts of dangerous driving causing death and three counts of dangerous driving causing bodily harm.

I still have questions. Why wasn't Mr. Singh's passport seized for the duration of the investigation? How, after killing two people and injuring several others, can a temporary foreign worker have the privilege of leaving our country? I continue my quest to ensure that our story is never repeated for any Canadian family. It took more than three years for this man to be brought back to Canada, with the help of the U.S. Marshals Service and the Boucherville Sûreté du Québec. Today, Mr. Singh is facing Canadian justice. How much more did it cost our society because this man fled? How is it possible that his work permit was renewed, even though criminal charges had already been laid against him in Ontario in January 2021? How is it that he himself was considered a victim while being the main accused in this case? He had committed 43 violations of the highway safety code between Ontario and Quebec that day, before killing those people.

On June 13, 2024, I tabled petition e‑4915 with the help and invaluable co-operation of Claude DeBellefeuille, the member for Beauharnois—Salaberry—Soulanges—Huntingdon. Why have there been no changes to the legislation? No changes have been made as a result of my petition.

Even though a number of mistakes were made in our case, I have all the evidence to support what I am saying today. Behind each and every one of you, public servants and elected officials, there is a family. If it were your sister, your daughter or your mother, what would you do?

Two briefs can be made available to you, if necessary. Can I hope that my requests will be taken into consideration today?

Thank you for your time.

[The Chair, Liberal, Peter Schiefke]

Thank you, Ms. Séguin.

Mr. Groleau, you now have the floor for six minutes.

[Jason Groleau, Conservative, Beauce, QC]

Good morning, Mr. Chair and dear colleagues.

Today's meeting is quite difficult. First, I would like to acknowledge your presence, Ms. Séguin, Ms. Boucher and Ms. Poulin. You're incredibly brave. I know it's difficult for you. I have children, too. I don't know how you feel, and I find you deeply courageous. I want to tell you that you have my support and that we are here to help you. Again, thank you for being here.

My first question is for you, Ms. Poulin.

You're from Beauce, and we met recently. What are your intentions in appearing before the committee? What is the main message you would like to send to the government?

[Nathalie Poulin]

Concrete action must be taken and adjustments made. Road safety cannot be treated as an administrative detail. As soon as you see that there are flaws and that things aren't working, you can't turn a blind eye. You're our only help. It's no joke, but that's the reality. If we want to keep our families safe on the road, we have no choice but to rely on you. Transportation is a federal matter.

Then, you have to do a proper analysis of the situation in each province. You handed over the management of these laws to the provinces. Do you really think it's working? I can tell you it isn't. They're not equipped to do that. Today, you have to recognize that negligence has irreversible consequences and tackle this issue. It should have been done before the tragedies occurred. We'll deal with it, but things must change. We have no choice.

Today, I'm speaking on behalf of my daughter, but my daughter won't come back; it won't change anything. There are plenty of other parents who have empty chairs at home. There are children who could have had an empty chair instead of their mother. No one should leave home in the morning wondering whether they'll make it back because some people aren't properly trained and are driving trucks and trailers that aren't maintained. It makes no sense. It's your responsibility to change that.

[Jason Groleau, Conservative, Beauce, QC]

Are there tools or mechanisms that could be put in place to avoid that?

[Nathalie Poulin]

There are many.

When such an accident occurs, our main concern is whether that person is still driving and whether they can leave the country. Please understand me: I’m not just talking about foreign workers who have temporary permits or visas. A Roger who lives in Chicoutimi or a Jason who lives in Saint-Georges could, following an accident, decide to empty their bank account and leave for another country. The law is the same for everyone. Just because someone comes from somewhere else doesn’t make it any easier. They may already have another place to live, but that doesn’t change the fact that anyone can get on a plane and leave. That shouldn’t be possible, and it’s a federal matter.

Drivers licences are a provincial matter, but in the case of an accident causing death, the first thing that should be done is to suspend the licence for the duration of the investigation. These people cannot be allowed to drive. The driver involved in my daughter’s accident could have had another accident two days or three weeks later. We don’t know how long he was suspended, but we do know that he is still driving today.

Furthermore, if an Ontario driver is stopped by a road inspector in Quebec, or vice versa, there is no way to verify whether the company in question is complying with the rules or has committed any violations. It’s nonsense. There needs to be a national registry. The same goes for insurance. There are road inspectors on the road, but they can’t do anything in half of the cases. They can take action if it’s someone from their province, but otherwise, unless a truck has a major problem, nothing will happen. That’s not right.

It’s the same thing with mechanical inspections. We see lots of trucks with worn-out tires. Yet they have definitely been inspected by road inspectors and weighed on scales. If I were stopped on the road with tires in such a condition, the police would take my car away. They would tell me that I couldn’t drive away with my car and that they would have to tow it away. So how can these drivers be allowed to continue driving? They are driving death machines. These trucks are carrying incredible loads. The provinces are not capable of managing this. In Ontario, you can buy licences. I’m not making this up, we’ve all seen it in the news. It’s not right. It’s no better in Quebec either.

[The Chair, Liberal, Peter Schiefke]

Thank you, Ms. Poulin and Mr. Groleau.

Mr. Greaves, the floor is yours. You have six minutes, sir.

[Will Greaves, Liberal, Victoria, BC]

Thank you, Mr. Chair.

Good morning, ladies. Thank you very much for being here today.

Thank you for sharing your stories and experiences with the committee: these terrible and, in some cases, very recent experiences you've had. It must be very difficult. We appreciate your being here with us today.

I'd like to ask each of you if you could speak on the days and weeks after the accidents you each experienced. You would have had to interact with many different organizations. You would have interacted with local police—I believe you mentioned the Sûreté du Québec— and potentially with other levels of government or other investigators.

Could you tell the committee what could be changed to improve the experience you had in dealing with those different officials and organizations after the accidents occurred? From your perspective, what changes would have made that immediate period after the accidents better?

We can start with Madam Séguin.

[Mélanie Séguin]

What should have been done to improve the situation immediately after the accident was to seize the driver’s passport, because the defendant left the country within 24 hours of the accident. If the police had checked with the Ontario Provincial Police, they would have known that criminal charges for threats and harassment had already been laid against this man and that a breach of conditions was already on his record. The passport should have been seized immediately, but this was not done because it would have required waking up a chief justice and undertaking a lot of legal procedures. In addition, the police told us that there was no reason to believe that this man would leave the country.

Personally, I don’t work for the police, but it seems to me that if someone already has a breach of conditions on their record and has temporary foreign worker status—excuse my language—they already don’t give a damn about the country’s laws. I was told that this man had the right to take a holiday and that suspending his passport could cause him harm. Who suffered harm for three years, until this individual was repatriated to Canadian soil? It was us, the family, and no one else.

You have a duty to protect families and spare them from such trauma. It really takes nerves of steel to navigate the administrative maze to get here today. If we don’t stand up and cry wolf, no one will come to see us, as Ms. Poulin said. No one came knocking on our door to apologize and ask if there was anything they could do to help us, not even the company involved, called the Harman Group, or HGC. I saw that it had problems with the CNESST, the Commission des normes, de l'équité, de la santé et de la sécurité du travail. It was an HGC driver who killed two members of our family and seriously injured another.

Can you do anything to improve the situation immediately after an accident? Yes, you can seize the driver’s passport and driver’s licence for the duration of the investigation. That is what should be done immediately.

[Will Greaves, Liberal, Victoria, BC]

Thank you, Ms. Séguin.

What do you think, Ms. Boucher?

[Claudia Boucher]

I agree with Ms. Séguin on the seizure of passports and driver’s licences.

In my case, what I regret is that there was no follow-up. I met with the investigator three weeks after my accident. I was still in shock and very emotional. He told me he had done everything he could to have the case heard in criminal court. The truck driver’s driving licence had a valid address in Ontario and a valid address in New Brunswick. He worked for Safex, which is based in Vaudreuil-Dorion. Isn’t that strange? No one questioned whether it was a real licence. We know that some were sold. There were articles in Le Journal de Montréal about a man who forged licences. There were literally some for sale in the Brampton area.

This individual behaved very irresponsibly. Wasn’t he criminally negligent? Shouldn’t he have been given a ticket for distracted driving? They didn’t even try to prove it by taking the dashcam. They said there weren’t enough witnesses. Someone would have had to say they saw the driver using his mobile phone while driving. I know I wasn’t being followed. I didn’t have a dashcam in my car, but there was one in the truck.

Subsequently, it was the media who contacted me to sound the alarm and get the Minister of Transport and the federal government to take action. I thought the Minister of Transport would be here today. I would have liked to hear what he has to say about this. I would have liked the investigator assigned to my case, who was really committed to the cause, to be able to tell me, three weeks after my accident, that the driver’s licence had been suspended, that he would no longer be able to drive and that Safex would be investigated. That was not the case. So what was left for me to do? It was to fight the system, with the media on my side, and to share it on social media.

My children asked me why I was going to Parliament. It was Mr. Barsalou‑Duval who invited me, because Parliament did not want to hear us. We came anyway. We held a press conference, but I had already covered most of the issues, because my case had already received a lot of media attention. We had a narrow escape from death in every respect during the accident. It’s crazy how badly this accident could have ended. However, there have been others, notably in New Brunswick recently.

For its part, the United States has taken matters into its own hands. Tennessee has passed a law that will come into effect on July 1, 2026, and will impose heavy fines on drivers who break the rules, as well as fines of up to $1 million on companies that hire drivers on the cheap. This may be a draconian measure, but it may be what we need here.

We know that companies hire these drivers. There are even companies whose business model is based on this. It’s not just about lining their pockets. There is such a huge loophole that we know this practice is taking place. There are large companies, such as TransForce and Speedy, that give a percentage of their contracts to drivers who are underpaid and pocket the difference. We have been victims of people who use this scheme, and that is what we are denouncing. In my mind, the driver who was behind the wheel on the day of my accident was an illegal worker.

[The Chair, Liberal, Peter Schiefke]

Thank you, Ms. Boucher.

I will give Ms. Poulin the opportunity to respond to Mr. Greaves’ question.

[Nathalie Poulin]

There are three things to do when an accident like the ones we’ve experienced occurs. In my case, I can’t tell you that it was a substandard driver. I have no idea at this point. The only thing I can tell you is that there is a glaring lack of training and vehicle maintenance.

The first thing to do would be to seize the driver’s licence and passport. Next, a squad should go to the company concerned, stop all the trucks and trailers, and carry out a minimum of checks. That would be the best way to ensure everyone’s safety.

[The Chair, Liberal, Peter Schiefke]

Thank you, Ms. Poulin and Mr. Greaves.

Mr. Barsalou‑Duval, you have the floor for six minutes.

[Xavier Barsalou-Duval, Bloc, Pierre-Boucher—Les Patriotes—Verchères, QC]

Thank you, Mr. Chair.

I would like to thank Ms. Séguin, Ms. Boucher and Ms. Poulin for being here today. It is very moving to hear their testimonies.

Of course, we had seen the reports in the media, but hearing you and seeing you in person is something that really touches us. I imagine that for you, it is even more emotional. I must tell you that I have been monitoring the issue of low-cost drivers for quite some time. What is happening is very serious. I just want to tell you that you have my full support to go as far as necessary to resolve this issue. I hope that the committee will produce a report that will get things moving. I am glad to have heard your voices today. I have a few questions for you.

My first question is more of a comment. I have done some research on the three companies that were involved in your respective accidents.

In the case of the Harman Group, which is linked to the accident described by Ms. Séguin, it is a member company of the Canadian Trucking Association, which is the lobby group promoting the Driver Inc. model. This company was also involved in another accident recently, a train derailment on January 12 in Saint-Alexandre-de-Kamouraska, where the drivers had parked on the railway tracks. We also know that there have been recent shootings at this company’s facilities.

In the case of Safex Transport, which was involved in the accident that affected Ms. Boucher, I consulted the Quebec business registry, which shows that it is a company with 26 to 49 employees. The company’s website states that it has 150 trucks and 200 trailers. The U.S. Department of Transportation’s website, SAFER—Safety and Fitness Electronic Records—which is the American system that tracks trucks and drivers, states that this company has 216 trucks and 225 drivers. How can we explain the discrepancy between the figure of 30 to 50 employees and the number of more than 200 drivers, other than by the Driver Inc. ploy?

In the case of Groupe Verville, we know that it was cited more than 20 times for various safety violations between July 2021 and February 2024.

It also happens that these three companies have been reported to the Commission des normes, de l'équité, de la santé et de la sécurité du travail, or CNESST.

In these circumstances, because there are people who question whether the Driver Inc. model has an impact on road accidents, I would like to know if you think it is a coincidence that these three companies have these things in common and that there have been the deaths and accidents that we have seen.

I would like to start with Ms. Séguin.

[Mélanie Séguin]

Do I think it’s a coincidence? No, there are no coincidences. I don’t believe in coincidences. In our case, too, the gentleman had a work address in Brampton. His driver’s licence was from Nova Scotia, if I remember correctly. His home base was in Nova Scotia, and he worked in Brampton, Ontario. Very strangely, everywhere the gentleman went after leaving the country and until his return to American soil in April 2023, the Harman Group was part of his journey. Am I very surprised, or is it a coincidence? No.

[Xavier Barsalou-Duval, Bloc, Pierre-Boucher—Les Patriotes—Verchères, QC]

Ms. Boucher, what is your response?

[Claudia Boucher]

That’s a lot of trucks for 24 to 36 employees, if I remember the figures given on the website correctly.