Other than the fact that we love to live in Canada, and we love Vancouver especially, and our home was the University of British Columbia and we're quite loyal to that.
But a lot of our manufacturing is already done in the United States. We sell to U.S. transit agencies. We sell to U.S. government entities and whatnot. We do research and development in the United States as well, and we have to meet certain criteria around U.S. content, so to speak. We do the same in India, for example.
We do have a manufacturing facility on Annacis Island in southern British Columbia. It's a waypoint, effectively, for components that come from all around the world prior to going to truck plants in Texas, Washington State, and Mexico, for example.
We also do manufacturing in China and Mexico as well. So with regard to the incentive to go to the United States, I can tell you that the market there is quite substantial. There has been very consistent government support for alternative fuel vehicles in the United States.
In looking at displacing petroleum consumption, the Bush administration introduced tax incentives that were targeted at ethanol, biodiesel, natural gas, and even electric vehicles and hydrogen fuel cell vehicles. Those tax incentives, as they related to large class A trucks, were quite significant. They accounted for a tax credit of up to $32,000 for a class A truck purchase.
More recently, the Obama administration has spoken quite positively about the use of natural gas in transportation. Most recently, at a press conference at a UPS depot in Las Vegas, where our trucks were featured, the Obama administration quite vocally supported the use of natural gas in transportation.
In addition to that, a number of pieces of legislation have been moving through the U.S. Senate and the U.S. House of Representatives. One of them, known as—it's an acronym—the NAT GAS Act, is looking at providing tax credits to private companies of up to $64,000 per vehicle towards the purchase of natural gas trucks. Those would be scaled and on a declining scale over time.
The industry has been quite consistent that there isn't the need for endless tax support on this, but the need is to overcome the inertia of what's already out there. The industry in the United States—and likewise in Canada—has indicated, on the infrastructure side, their willingness to build infrastructure.
There is a lot of private capital lying in wait or being deployed right now in British Columbia. FortisBC, a utility, is deploying several million dollars' worth of infrastructure to support Vedder, Waste Management, and other fleets. In Quebec, Gaz Métro is investing millions of dollars in infrastructure to support the deployment of liquefied natural gas ferries and trucks. Likewise in Alberta, Shell Canada and Encana Corporation are investing millions of dollars in infrastructure to support liquefied natural gas trucks and mine haul vehicles and natural gas drilling rigs.
So the infrastructure investment is not where the support is needed. Where the support is typically needed is with the trucking companies, which have a capital decision to make and have only a fixed amount of capital. It's an extra capital burden to purchase a natural gas truck, compared to a diesel truck.
In the United States, for example, there is one company that is going to be building approximately 150 liquefied natural gas truck stops throughout the United States—and very close to our borders, in some cases—which will provide a competitive advantage to U.S. trucking companies coming into Canada and running on a substantially less expensive fuel.