Not quite. Right now, if a farmer delivers grain to a Viterra inland facility, an elevator on the prairies, normally they would agree on the grade, because there's not a CGC inspector on location at an inward elevator. But if there's a disagreement and the farmer says he's not happy with the grade he's been given, the farmer has the right under the act, which right continues under the amended act, to call for what we call “subject to grade and dockage”. A representative sample from that grain is collected and sent to the Canadian Grain Commission. We grade it, and our decision is final and binding. That is a protection that the producers currently have, and there is no change proposed there whatsoever.
The inward inspection occurs when railcars are unloaded at terminals—Thunder Bay, Vancouver, Montreal, Baie-Comeau, or wherever. That's what I call a commercial arrangement. It's between a couple of companies. That's what it is, and that's what we would propose to eliminate, which is what this act would do.
The final inspection is when the vessels are being loaded, and we will still have CGC inspectors on site inspecting the grain as it's loaded onto the vessel. I don't have the time to go into.... We go through a pretty extensive process to make sure that the specifications in the contract, or the grades in the contract, are met. We're pretty flexible. Whatever is in there is met, and then we sign a certificate final for the vessel that states the contract has been met. This way, when the vessel leaves, the shipper feels pretty confident that the customer is going to be happy.