Thank you, Madam Chair.
I have to say when I hear that it's not at capacity, there's a reason for that. I won't say that the reason is demand. I'll say the reason is the bottlenecks that are contained within especially roadways. They're actually bypassing and going through Ohio into Michigan or Indiana and Illinois, versus going through Ontario like it used to be when the highway was first built in 1930. It's 2018, and obviously the day has come where, first, we note the congestion—the bottlenecks—but second, we also note the lack of optimization of land ties connecting a port to its markets.
That's what I want to drill down on.
Ms. Zimmerman, you're from Niagara. You're at one side of southwestern Ontario, the Peace Bridge. Mr. Korosec, you're from Windsor-Detroit, from the other side of that trade cluster, that economic cluster that is west of southwestern Ontario.
We talked with the Port of Montreal about fluidity, and not just fluidity within certain regions. This is why we're talking about trade corridors nationally. It's the fluidity, essentially from the Asia-Pacific, especially now with CETA, into the Midwest and then into the Great Lakes through Thunder Bay, Churchill as well, and into Montreal as well, and out to the EU and those markets that we're going to be participating with well into the future with respect to our trade.
In your area, between one bridge to the other—multimodal—how do we add to the fluidity of national trade and then participate in international trade?