The most straightforward thing, and it's a debate as to whether it would actually be germane to what this legislation is attempting to achieve, is the broader issue of aeronautical charges and how we deal with AIFs, airport improvement fees, in Canada, which gets into a broader issue of airport governance. I'm not convinced that necessarily would be germane to this legislation, but in terms of your broader question, that is the next big issue.
A component of that, which I alluded to in my comments, is that as far as I can tell, information will be requested of all these other elements or organizations of the supply chain: CATSA, CBSA, airport authority operations, baggage handling, and so on. The question becomes what gets done with it, and then who's accountable in the end. At this point, all I see is the point of the spear pointed at the air carrier in terms of financial penalties, and so on. If an airport has taken over sole responsibility for de-icing and the air carrier is not engaged in the contract or the management of de-icing, when the de-icing process goes down and we end up with delays, from what I see in this legislation, everyone is still going to be pointing at me in terms of paying money for it when it's something clearly not in my control.
On the expansion of this notion of accountability, yes, you can request constant repetition of the information, but we have to have something other than just pointing at one entity when these things go wrong. Again, to be somewhat direct on it, a number of these entities, frankly, derive their mandate from this institution.