I think that's an excellent question, Mr. Davies, and I actually I think that's what we should be devoting our attention to. Through our union and through multi-stakeholder bodies like the Canadian Automotive Partnership Council, we have been considering what types of pragmatic measures would be required to facilitate more offshore exports by Canadian-based producers. We export 90% of our output, but almost all of that goes to the United States. Our offshore export capacity other than for a couple of niche vehicles is almost non-existent, and anyone who's taken grade 8 math can tell you that if you start with a very small number and grow at 30%, you still have a very small number. The fact that Korean auto imports have been growing by 30% a year is quite misleading. It is still one of the most closed automotive markets in the world, and the total market share of imports is in the single digits whereas Canada's market imports over 90% of our sales. It takes pragmatic measures like partnering with the companies to design and develop vehicles that are aimed at international markets. Most of our vehicles are actually designed and oriented around the tastes of North American consumers. So, there's very limited demand offshore for those products. Developing an export-oriented infrastructure would make it more feasible to get up to scale on volumes of vehicles going offshore. In fact, negotiating with or pushing the automakers present in Canada to make exported vehicles part of the package when they're coming to government with requests for investment subsidies and other measures like that, even subsidies around some of the refinements and modifications that have to be made to vehicles—
