Yes, I can try.
You make a good point. Whenever people say that we need more west coast capacity, I always say that we need more capacity, period. The additional marginal cost of more export capacity at the west coast has the potential to be very high. The cost of using Churchill, at the margin, is relatively low, and potentially the cost of growing the east coast system will also be relatively lower than potentially having to add all the surplus capacity out to the west coast.
There is no way that Canada wants to build a transportation network that will move 60 million tonnes out to the west coast. The cost would be so prohibitive that no one could afford to be in the business. So, those other corridors are important, and it is the case that in order to use those, it requires planning. As the short-term incentive, the market is going to say to every individual operating separately to look specifically to the west coast.
I think Churchill needs to be considered as another potential victim on simply requiring a certain number of cars per week because the railways are going to say that Churchill has a longer car cycle time that will tie their cars up for more days than a 100-car spot to the west coast or a 100-car spot from southern Manitoba to Thunder Bay will.
It's the same difficulty that Brian Otto pointed out with a malt barley shipper. You can't have a general aggregate number without also having a way of dividing up who has access to that capacity based on some sort of economic priority. In order to make that work, you need an authority.