As you know, running rights are basically a mechanism whereby one railway uses the line of another railway. We do have lots of examples of running rights in Canada, particularly in western Canada, where both CN and CP have reached a commercial agreement whereby both railways operate over CP's line in one direction and over CN's line in the other direction, through the Rockies. In the past couple of years they have also introduced what are called co-production agreements in the lower mainland to maximize the use of the lines. These are really for efficiency reasons: you get better efficiency if you're operating in the same direction and have one railway doing it.
So it is not discouraged in law; it is encouraged. But most of these are commercial arrangements that we would like to encourage, so that the railways deal with each other and compensate each other fairly.
Now, a couple of years ago there were some parties who were asking the government to introduce what are called forced running rights, where we would force a railway to allow another railway in. The panel looked at that, but came up with a compensation mechanism that would have required the host railway to charge the other railway a fair rate for using the line. When you start looking at that, it becomes very expensive. We don't believe the government should get involved in setting those rates and how the operation happens; those should be decided between the two companies.
Since then that issue has really lost favour with the shippers. I think most of the provisions in here are what the shippers are looking for, being more related to railway service and railway rates than the relationship between railways. There are provisions in the act, however, that deal with running rights; so if a railway wants to seek authority from the Canadian Transportation Agency to use the rail line of another carrier, there are provisions in the act that already allow for that, but they do have to make their case and they have to be prepared to pay for the use of the line.