I think the issue of vessel safety is an extremely complex one. Certainly the Transportation Safety Board's report coming out of the Pop's Pride incident, which you referenced, articulated that. Vessel length is only one of many factors that contribute to whether a vessel is being operated safely and to the level of risk that is associated with a particular fishing enterprise. We are not in a position to say—and I don't believe Transport Canada would be in a position to say—that a larger boat is, in and of itself, a safer boat. It's a very complex situation, and there is a variety of factors that would contribute to safety.
The rules we have today evolved over a 40-year history. Are the current break points we have the right ones? I think we demonstrated over that 30- or 40-year history that the department is certainly open to engaging with fleets and having the conversation about the appropriate vessel length to be used in the fisheries that are being prosecuted by those participants. I think our history demonstrates that we're responsive to evolution in fisheries where they are moving further offshore, changing the nature of the gear types that are used. That's something that we've done, but we've done so on the basis of consultation with the fleets, particularly where it's supported by the fleet to ensure that the principles and the objectives that we've established aren't compromised and that the implications—the consequences on conservation, viability, and safety—are all taken into consideration.