To the first question, we're recommending that investments be made in the off-terminal common-user infrastructure. As was noted, during extreme climate events, be it flooding or fires, or rail blockades, like those earlier in 2020, the entire gateway on the west coast, in particular the Port of Vancouver, gets cut off. You could have seven new terminals built in the Port of Vancouver, and each one of them would be cut off if the infrastructure coming to it, road and rail, was not enabled or didn't have resilience.
That is something key, and it's where we feel there's a gap. That is where government should be playing a.... The private sector will always invest in a place where rail meets tidewater and road meets tidewater, as has been the case. The British Columbia marine terminals have a long and successful history of expansions and private sector investments.
Your second question was around short-sea shipping. I believe that was a comment from one of the other presenters, but I can comment on it, in fact, as we are advancing our incremental expansion at the GCT Deltaport terminal in the Deltaport berth four expansion project. In that project, we've incorporated the optionality to have a short-sea shipping berth, which could be utilized to move containers by barge in the local regional area, likely up and down the Fraser River, should short-sea shipping terminals be developed along the river.
Of course, moving up to a thousand or so TEUs via barge up and down the river could potentially eliminate a thousand or more container truck movements in an already congested Lower Mainland road network, in addition to obviously reducing emissions.