I will speak briefly just for WestJet. They're a lot bigger on Montreal-Toronto. We're trying, but they're still a lot bigger on Montreal-Toronto. For Montreal-Toronto, it's about also six or seven flights a day. So again, that's 500,000 or 600,000 seats per annum.
There would be two impacts. There will be some dislocation of guests, or customers, however you want to phrase it, from the competition. That will happen. The other thing is, depending on what the split is in terms of public investment, the best way I can phrase it is that we continue to argue the need for investment in our sector as opposed to taking money out.
Joe mentioned that there are better and smarter ways to do it. For example, in the U.S., their excise tax on jet fuel actually goes into paying the FAA. Our excise tax on jet fuel is twice the amount theirs is, and it goes into general coffers.
I have great concern that as the years go by, as we try to fight for greater investment, we're not going to get it, and the response will be that the budget is fairly tapped out because we're putting $1 billion this year, or $2 billion next year, in the construction or the operation of these lines, whatever the case may be.
So there are two dislocations. There's the actual dislocation from a competitive perspective, and then there's the ongoing one. We know right now that the organizations that provide us with the services we're currently being charged for are seeing drops in traffic numbers because people are flying less. Their fixed infrastructure means they're probably going to be coming back to us with demands for increased costs, which is a tax increase at the absolute worst time that we can deal with it.