I'll maybe start and then hand it over to James.
My simple point was that there are additional provisions in this bill for recourse to the agency by shippers, yet there are already significant recourse mechanisms available to shippers. As stated by the president of the CTA a few weeks ago, these services are essentially not being used very much, to the point where they need to try to drum up business by doing outreach to various customer groups to make them aware of these provisions. My belief is that the reason they are not used is because most of these things are negotiated, commercially, between the companies and their customers. If you have a number of recourse mechanisms already and those are not being fully utilized, then where's the evidence that shows we need even more recourse mechanisms?
I really tried to frame that in the context of the last 30 years of progressive public policy, which has led to a more commercial framework and to the success of North American railways, because of essentially the same thing happening in the United States. It's to the point now where we have the best railways in the world represented in this room, in terms of productivity, low rates, safety, and the ability to pass on these productivity and efficiency gains to customers, which is proven in rates.