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Crucial Fact

  • Her favourite word was canada's.

Last in Parliament September 2021, as Liberal MP for London West (Ontario)

Won her last election, in 2019, with 43% of the vote.

Statements in the House

Criminal Code May 3rd, 2016

Mr. Speaker, I am pleased to speak to Bill C-14, which would enact a federal legislative framework to permit medical assistance in dying across Canada.

Medical assistance in dying is a deeply personal issue for all Canadians, as we have witnessed. As parliamentarians, we must consider a diverse range of views on this complex issue. I know that we all take this responsibility very seriously.

The starting point is, of course, the February 6, 2015 decision of the Supreme Court of Canada in Carter v. Canada. The court unanimously held that the criminal laws prohibiting physician-assisted dying interfere with liberty and security of the person by denying grievously and irremediably ill individuals the ability to make decisions concerning their bodily integrity and medical care, and leaving them to endure intolerable suffering.

The court also held that the laws deprive some people of life by forcing them to end their lives prematurely for fear that they would be incapable of doing so when they reached a point where their suffering was intolerable. The court accepted that the criminal prohibition on assistance in dying furthers a pressing and substantial legislative objective, that of preventing vulnerable individuals from being induced to die by suicide against their will in a moment of weakness.

However, the court concluded that a permissive regime with properly designed and administered safeguards was capable of protecting vulnerable people from abuse and error, and that the absolute prohibition went farther than necessary to achieve its objective. The court appropriately left the task of designing this new regime to Parliament.

The proposed legislation responds to the Carter ruling by enacting a new legal framework for access to medical assistance in dying, including the safeguards that the court called for in order to minimize the potential for errors and abuse.

The court did not define the term "grievously and irremediably ill", but the proposed legislation does define it in a manner that is consistent with these circumstances. Specifically, the person must be in an advanced state of irreversible decline in capability. The person must have a serious and incurable medical condition. The person must be suffering intolerably. The person's death must have become reasonably foreseeable, taking into account all of the person's unique medical circumstances.

Canadians would have the comfort of knowing that they would be able to get the assistance they need if they are suffering intolerably when their capacity declines as they approach the end of their lives.

Like so many honourable members who have stood in this house to debate this difficult legislation, I have my own personal story that makes this issue all the more relevant. My mother, Eleanor Anderson, spent over 10 years in a wheelchair after suffering a massive stroke at the age of 69. She had to learn to walk, talk, eat, everything right from scratch. Then it happened again, another stroke five years later. She fought back again, but with each stroke a little more of her was taken away.

She never wanted to feel helpless. During those years in a wheelchair, my mother would try her best to do everything on her own, whether it was dressing, loading the dishwasher, or simply wiping down the kitchen counter. During those years, she never wanted our sympathy.

Despite her tenacity, she knew the day would come when she could not fight any longer. She made it very clear to my father, to me, and my brother that if the time came and she was not able to do much more than lie in a bed, she wanted to drift away peacefully. As expected, what we all feared eventually happened.

She continued to have small strokes, losing mobility and function with each one, to the point that she could no longer sit up in her wheelchair, talk, or even eat. We were not even sure if she knew any of us anymore. She pulled out the feeding tube that kept her alive, to the point where the doctors said they wanted to insert a tube in her stomach. That was not the life my mother wanted, and so we said no. We had to let her go. Doctors agreed it was best, and said she would only last a few days.

We asked that she be moved to palliative care at another hospital. Ironically, they said they could not move her because she would not make it, that she would die en route, and so she lay in that hospital bed, and we watched her slowly starve to death.

She would last 12 days, and her death was anything but peaceful. It was the most excruciating experience I have ever been through, and nothing prepared me or my family for her death. I know my mother would have agreed that this legislation is a step in the right direction. She would have wanted to be able to communicate her desire to die with dignity. However, she would have also wanted her family to follow through on her wishes.

Twelve years later, my dad said to me, after catching an infection, “I just want to close my eyes and not wake up”. That is exactly what happened. He was gone two days later. He got his wish. However, I know that many people are not as fortunate, and it is for those people that we must be prepared to lend our voice.

Health Minister Jane Philpott said this in her speech to the House:

...every person, every story, is unique. However, much is shared in common: the hope to die in peace; the desire to be respected; and to have personal autonomy and dignity honoured by family and health care providers alike.

Minister Philpott went on to say that her experience as a family physician reinforced her sense that we must—

Rail Transportation April 18th, 2016

Madam Speaker, our government is committed to continuously improving railway safety and the transportation of dangerous goods for Canadians, and has rigorous and robust rail safety and transportation of dangerous goods regulatory frameworks and oversight programs in place.

Since the tragic accident in Lac-Mégantic, Transport Canada has put in place a significant number of measures to improve railway safety. However, more needs to be done. The government is well aware that the Canadian public continues to have concerns.

That is why the minister will be in Lac-Mégantic next week to meet with citizens to hear their concerns and answer any questions they may have regarding rail safety in their municipality.

We will continue to examine further measures to enhance railway safety in Canada and act on the mandate that the Prime Minister has given to the Minister of Transport.

Rail Transportation April 18th, 2016

Madam Speaker, this subject is a priority for both the Minister of Transport and the Government of Canada.

This government is committed to continuously improving railway safety for Canadians. I would like to assure the member that Transport Canada has a rigorous and robust rail safety regulatory framework and oversight program in place.

The oversight activities include monitoring the safety of railway companies operations, as well as compliance with rules, regulations, and standards through audits and inspections, and taking appropriate enforcement action as required.

The government takes the safety and security of the railway and transportation of dangerous goods very seriously, and is committed to ensuring that the appropriate levels of safety are maintained.

Since the tragic accident at Lac-Mégantic, Transport Canada has put in place a significant number of measures to improve railway safety, including requirements for securement of unattended railway equipment, improved tank car standards, emergency response plans, and a new liability and compensation regime for federally regulated railways.

Most recently, we introduced the rule respecting key trains and key routes governing the transportation of dangerous goods by rail in Canada. The objective of this rule is to further strengthen railway safety, and the requirements in the rule seek to improve safety and reduce the risks of transporting dangerous goods by rail. In addition to imposing speed limitations, the rule puts emphasis on track inspection and maintenance, risk assessments and mitigation, and allows for the incorporation of safety and security concerns of municipalities and other levels of local government in risk assessments to be conducted by railway companies.

Our government makes it a priority to be there for communities in both the short and long term when Canadians need us. The Minister of Transport announced the federal contribution to the reconstruction office in Lac-Mégantic on January 30. This action reiterates our commitment to support the reconstruction and economic recovery of the city of Lac-Mégantic.

Furthermore, the minister will return to Lac-Mégantic next week to meet with citizens to hear their concerns, and answer any questions they may have regarding rail safety in their municipality. The minister and the government are and will continue to be there for the people of Lac-Mégantic. In addition, the city has mandated a firm to conduct a feasibility study on the bypass track.

Approximately half of the cost of the study is financed by our government through Canada Economic Development for Quebec Regions, from its multi-million dollar envelope for aiding Lac-Mégantic's economic and commercial recovery. The federal contribution is $441,000.

While work has been done on the issue of rail safety and the transportation of dangerous goods, we need to do more. As mandated by the Prime Minister, the Minister of Transport will continue to examine further measures to enhance railway safety in Canada and continuously improve railway safety for all Canadians.

Air Canada Public Participation Act April 18th, 2016

Madam Speaker, I want to reiterate that Air Canada would continue to be expected to carry out maintenance activities in Manitoba, Ontario, and Quebec.

The amendments of this act recognize that some of Air Canada's aircraft maintenance may take place outside of the limits of those cities, in the surrounding provinces and in other provinces.

Notably, and we have mentioned this before, the Montreal Urban Community only covered part of greater Montreal and no longer exists as a jurisdiction.

Also, Air Canada's maintenance activities expand beyond the strict confines of those cities. For example, the carrier has extensive activity throughout the greater Toronto area beyond Mississauga, so it is obvious that this act would change only the part that is necessary and that we would continue to expect that it carry out maintenance activities in the three provinces.

Air Canada Public Participation Act April 18th, 2016

Mr. Speaker, I would like to underscore a couple of points for clarity.

The government wants Air Canada, which is a private company, to have the flexibility it needs to manage its business operations in 2016. We understand that since 1989, the air transportation sector has evolved and will continue to evolve. Air Canada needs the tools and regulatory supports to keep pace. However, this must be done within a framework that maintains adequate safeguards for Canadian workers and suppliers. That is why we propose to ensure the act continues to require that Air Canada carry out aircraft maintenance in certain Canadian regions. Therefore, we want this bill to proceed to the committee stage so we can hear from stakeholders and have more debate at the committee level.

Air Canada Public Participation Act April 18th, 2016

Mr. Speaker, I think the hon. member and I can agree that our aerospace industry is very important, but he has forgotten some of the key points to the changes to this act and what this would do.

Quebec has estimated that the creation of the centre of excellence in Montreal alone could produce 1,000 jobs over 15 years, while the manufacturing of Air Canada's C Series aircraft could create an additional 300 jobs.

Air Canada also intends to support the creation of 150 jobs in Manitoba with the possibility of expanding beyond that.

It is obvious the opposition is not understanding the positive impact that the changes to the act would have.

Air Canada Public Participation Act April 18th, 2016

Madam Speaker, I want to take the time to reiterate that the government wants to ensure that the changes to the act would continue to require Air Canada to carry out aircraft maintenance in certain Canadian regions, and this proposed legislation maintains that commitment.

The act currently refers to the City of Winnipeg, the City of Mississauga, and the Montreal Urban Community. I take note that the Montreal Urban Community, which no longer exists as a jurisdiction, did not include all of greater Montreal. For example, it did not include Mirabel. Also, Air Canada's activities extend throughout the greater Toronto area, not just Mississauga. There have been a number of changes, and these changes to the act would enforce the requirement that jobs stay within Canada.

Air Canada Public Participation Act April 18th, 2016

Madam Speaker, I want my hon. colleague to explain why it is so important at this point to move it on to the committee stage.

Air Canada Public Participation Act April 18th, 2016

Madam Speaker, I want to understand why the hon. member is not considering the creation of the centre of excellence in Montreal that could produce upwards of 1,000 jobs over 15 years, while the manufacturer of Air Canada's C Series aircraft could create an additional 300 jobs, plus more jobs in Ontario and Manitoba.

I would like to understand why the member is dismissing that.

Air Canada Public Participation Act April 15th, 2016

Madam Speaker, would the hon. member agree that this issue should be debated at the committee level so we can hear from witnesses and hear more of the discussion we need to have on this issue?