I can't say that this one is.
A lot of work went into the design of this program. There were a lot of meetings, a lot of consultation, and I think what we've come up with is a good balance.
To answer, I'll just go directly to some of your questions.
The idea that underpins it all is that the object is to deliver more nutritious foods at the best possible price and make the most nutritious foods the most affordable. The changes we've made in the program are designed to do that—for example, the eligibility list. If somebody says “My favourite fatty, salty food is no longer on there”, we say that's not surprising, because Health Canada helped us develop the list that said the most nutritious foods need to be subsidized the most—your milk, eggs, vegetables, and fruit. That is the stuff that's expensive to move, but the more of it you can get into people's hands, the better it is for their diet.
The second thing is that we put an emphasis also on country foods. One of the problems before, because of the design of the program, was that country foods were eligible, but they had to come from an entry point. So people said “If I can get my caribou down to Churchill then I could fly it back out to my community.” But that doesn't make a whole lot of sense. So there's an emphasis on country foods because country foods have obvious health benefits for people who are on that diet. It's a low-fat food, it's healthier, it's available locally, and it provides some employment opportunities locally as well.
On the eligibility list, first of all, we worked with Health Canada. We also took out things that were non-perishable. We will be taking out non-perishable and non-food items and asking people to move those in ways other than the most expensive way, which is by air freight. So the horror stories that we heard of people flying up spare tires on the food mail program, displacing milk and eggs, won't be possible in this program, and we don't apologize for that. We have to focus on the food. And things that can be brought up there on the sea lift or on the winter roads, if that's possible—for example, things like disposable diapers—should be transported in the cheapest way possible. Use the sea lift, use the winter roads, but don't fly them in, because flying them in is the most expensive thing you can do.
That's how the eligibility list was put together.
Another issue is that the performance of the program is a common complaint—for example, people ask how the program is working and how they know it's working. You hear the stories.
INAC will be working with each eligible community to make arrangements to make sure. As you say, they're all remote, but remote has matters of degree. Somebody who is really remote needs a different rate from someone who might be fly-in but relatively close by. It makes a huge difference in the cost. So those have to be calculated and those arrangements have to be made with the retailers in order to make sure it happens.
It's also important that we have an advisory board. One of the things we heard is that these decisions that are made need to be adjusted as we go forward. The people on the program who are seeing it on the ground, if you will, or in the stores, don't have a way of influencing what's happening, whether it's the eligibility list or how it's delivered or a bunch of things. So one of the things to not only help us deliver the program, I think, more fairly but also to assure people that this needs to be guided by people who actually use it in the north, is to put the advisory board together to give us advice on everything from eligibility lists to how the food is handled when it arrives and whether they think it's being passed on.
And then there's a whole audit provision of an official audit position relationship that will have to be established, which every retailer has to agree to—