Let me make a few comments.
I think it's important to recognize that when we speak about railcar capacity, oil moves in a completely different kind of railcar. Those railcars are actually owned by the customers who ship oil, not by the railway. In the context of actual equipment capacity, there is no conflict.
I think the different geographies were mentioned earlier as well. Oil typically moves from west to south and east, whereas grain is moving from west to further west. We have significant locomotives at the moment, probably in the range of 400, that are being stored because we have excess capacity. I think the key thing is, of course, the planning process, and how connected we can be to our customers and forecast that demand. Clearly, the demand that we saw in 2014, and expected to continue, has not materialized.
I would like to make one other comment specifically regarding grain, and address some of the issues that have been already raised.
Harvesting this year is about two weeks late. It's late because of weather. While I'm not suggesting that we should put quotas on the amount of grain that farmers need to deliver to the elevators, what I am pointing out is the interconnectedness of the supply chain. To the extent that we have vessels waiting on the west coast of Vancouver, and to the extent that last week there might not have been grain available, the reality is that part of the supply chain has been constrained by rain in the prairie provinces, which has constrained the farmers' ability to actually deliver the grain to the elevator.