Yes, I can start that off.
I actually worked heavily with Transport Canada, hand in hand, when their ministerial orders were issued slowing down the speed of key trains. What I can tell you is that dramatic improvements in terms of the updated rule have come out, moving us in a direction to enhance the safety of those trains, and it is taking effect.
As a specific example of what was done, we've committed to increasing rail grinding in these high-risk key train routes. This actually conditions the surface of the rail in a way that the autonomous or rail flaw detection vehicles that Tom described can pick up to 200% more defects in the rail. The learning that came out of that is we saw that if that surface isn't polished, let's say, for argument's sake, it does inhibit our ability to detect and remove rail, so as part of the conditions with Transport Canada, we've improved that.
In addition to the grinding, we've also doubled the amount of inspections we do with our rail flaw detection vehicles in those routes during specific winter months. What that's going to do is help find those defects and replace that rail so that it doesn't have an issue.
Finally, we've provisioned for enhancing broken rail technology in these areas. There are two types of areas you can use to classify routes that trains take. One is a signal territory, which is almost like there are traffic lights on the rail. The other one is a non-signal territory or a dark territory. Those areas don't benefit from broken rail detection technology like the signalled areas do. The new rule provisions for the class 1s to be able to add that technology to those areas to help enhance speed for productivity also enhance safety by deploying more technology in those areas.