Certainly. On the subject of cars, I sat down with the CEOs of both CN and CP. We reviewed what the best record was in the movement per week in each of the corridors associated with grain. When you add up what the best was in each corridor—and they're not at the same points in time; it's the best at a certain point in time—we came to the number of 5,500 cars each, because it's pretty much fifty-fifty between the two rail companies.
To contrast that, the best in one year that has ever been done in the last decade was 9,800 cars a week. We've gone to 11,000, so we are pushing the limit on what can happen, but we have to do it because we have to be respectful of the other commodities. The number 13,000 has been sent out there. That number is not based upon railway numbers; that's based upon somebody else's metrics.
What we have to make sure is that we do not break our chain. It's important to keep the chain going for everybody, for our intermodal, for our coal, for our oil, for our potash, for everything that we need to move in this country. It's the right number. They are moving it, and that's what we wanted from the directive. That's what we want from the act. We'll continue to monitor it for next year.
As for the fines, $100,000 is the fine that's set out in the Canada Transportation Act as it is right now. I have to tell you, as a deterrent people can scoff at it and say the railway companies can afford it, and all that stuff. The railway companies have a strong incentive right now to ensure that they're moving western Canadian grain out of the country as fast as they can. It's not about monetary penalties; it is about their reputation, and it is about this country's reputation, and it's about our relationship going forward in this supply chain. They're very well aware of the pressure that's on them and they will—they will—rise to the challenge and they will move this grain.