From a port perspective I think we're the convergence of a number of supply chains across commodities. At the centre of that, of course, is rail service and nobody is better placed to do that forward planning than the commercial partners involved in that, both rail and grain terminals.
We know there is a significant backlog and a tremendous amount of grain that wants to get to the west coast. As Mark said, there's ample capacity to grow that volume substantially. We would expect other supply chain partners, including terminal elevator operators, to make every available hour available to the railways to operate. In some instances when volumes are lower, they won't work 24 hours a day; they will work eight or 16 hours a day. I think under the current circumstance we can expect they will be making all those hours available.
The other parties to the vessel loading operation, at least, and there's a variety of them, including longshore labour, are available and ready to work on demand. That requirement on grain vessels is lower than other types of activity. All partners are available and ready to work. I have no indication that we're expecting a backlog of any kind at the port, but managing that comes through the work of Quorum, and as I said, the private partners to the activity.