All I can say to that is that if you examine the record in terms of what's happened to actual rates in the last 10 to 15 years, what's happened to the level of service, the fluidity of the system, and the ability of the system to actually deliver on the demands, it's a pretty good news story, as I said in my opening remarks.
Having said that, I should say there are lots of people out there who feel that for one reason or another, either on the service side or on the rate side, they've got a particular story to tell. One of the things that has happened and is true is that particularly in the last 10 years there has been a massive change in the way in which rail services are managed and delivered, not only in Canada but in the whole of North America. We have moved from the days when railways did not run to precision schedules, where our capacity utilization was abysmal—if you look at our operating rates back 10 years ago, that clearly proves it—and we're now operating the system much more efficiently, much more fluidly, at much better productivity rates than ever in the past.
That has resulted in change, there's no doubt about that. Some of those changes have been positive and some of those changes have been negative, from the point of view of shippers. There are lots of shippers out there who, today, will complain to you that they don't want to bring crews in on the weekend because they have to pay them time and a half to load the railcars. But if they don't, they get charged with demurrage because they have the railcars for too many days. Well, that's part of the general change that has gone on in the whole North American industry, because every time a railcar sits stopped, that's utilization that's not happening. And if you want to have an efficient transportation system, you have to be able to address those sorts of questions.
So there's lots of pushing.... Sorry.