Mr. Speaker, that is an important question.
With respect to an industry that has tremendous integration, as we can imagine, these railway locomotives and their rolling stock travel across the border and back many times carrying all kinds of goods and services to keep our economies moving. What is important in terms of an integrated approach is on the regulatory side, the way we look at design specifications, for example, for the new robust tankers that will replace the old DOT-111s, and ultimately the CPC-1232s in carrying crude oil, strong standards that are united to deal with the issue of these tanker cars that move back and forth.
Our liability and compensation regimes are different, though. For example, in the United States, if there is a railway accident involving dangerous goods, the government or any other party would have to go to court to prove their claims against a railway company. We just do not think that is the right approach.
What we have adopted after consultations with important stakeholders is an approach where we have both shared liability with railway companies and the shippers themselves. The railway companies will be required to carry strong levels of insurance, be they short-line or class 1 railways, and no provable claims against that. We do not have to go to court to prove a claim against that.
Should the costs of compensation exceed the railway company's insurance, we have the supplemental shippers fund that is not capped, but gives us strong room to grow to ensure that the polluter pays in the unfortunate case of an accident.