I think LHI is significantly broader than what was in place in the context of extended interswitching. The fact that extended interswitching was somewhat a temporary measure may have also played into the fact that shippers perhaps limited their use.
Our point with respect to both of those remedies is that if the shipper has rate and/or service issues, there are significant existing remedies the shipper can use, and we see them used. Shippers use the final offer arbitration remedy; they have used level of service remedies. Those remedies exist to help the captive shipper deal with the nature of being captive.
Long-haul interswitching is a far extension from what we saw with extended interswitching; it could be in excess of 1,200 kilometres. We thus have deep concerns, to the extent that shippers use it and/or that U.S. railways encourage shippers to use it, about the impact it may have on the overall network business.