Evidence of meeting #127 for Indigenous and Northern Affairs in the 42nd Parliament, 1st Session. (The original version is on Parliament’s site, as are the minutes.) The winning word was north.

A recording is available from Parliament.

On the agenda

MPs speaking

Also speaking

Dominique Girard  Vice-President, Corporate Branch, Nunavut, Agnico Eagle Mines Limited
Yves Robillard  Marc-Aurèle-Fortin, Lib.
Brendan Marshall  Vice-President, Economic and Northern Affairs, Mining Association of Canada
Glenn Priestley  Executive Director, Northern Air Transport Association
Yvonne Jones  Labrador, Lib.
Curtis Shaw  President, Northwestel Inc.
Johannes Lampe  President, Nunatsiavut Government
Kate Mitchell  First Minister, Nunatsiavut Government

4:15 p.m.

Vice-President, Corporate Branch, Nunavut, Agnico Eagle Mines Limited

Dominique Girard

It has a major impact. That starts with the kids staying at school for two extra hours. It also affects our employees. Sometimes employees are happy to go to sites to have a break, to have a room close to the camp where they can be by themselves. When they go back to the house and there are 15 members, how can they rest? How can they focus on their study and do their homework when they are in an overcrowded house?

We see a challenge also to move employees from one community to another one. There are no houses available, and the prices are very high, so one of our biggest challenges is turnover. Why? They don't necessarily have their basic needs met when they are back in their community, and housing is a big one. I think having a better housing system will also help with the turnover rate at the site.

4:20 p.m.

Vice-President, Economic and Northern Affairs, Mining Association of Canada

Brendan Marshall

I think I'll answer that question a little differently. I am going to talk about one of the reasons I don't think the current design of the Canada Infrastructure Bank is going to work for the north.

The reason, as I've been advised by decision-makers who led the transition team, is that there's a public interest test, and that public interest test will be deemed to have been passed when the subnational jurisdiction meets a particular capital requirement relative to the particular project in question.

When we consider that 89% of Nunavut's territorial operational budget is already derived from Finance Canada, from the Government of Canada, and when we consider, as I mentioned earlier, the disproportionate gap in human quality-of-life indicators for northerners, particularly for northern indigenous peoples.... If you were the territorial government and you were required, with very limited resources, to make a decision about where you were going to invest that limited pool of capital, and you have extreme housing needs, are you as a government or would any of you as a territorial premier say, “Sorry; we're going to invest in building this road to this mine site, but we're going to put the housing on hold”? There is absolutely no way that you would do that, because that would be tantamount to political suicide.

It's for that reason that we don't think the territories are on equal footing with respect to provinces that have a tax base to access funds in the Infrastructure Bank. We think they'll be less able to meet that public interest test. There's that aspect.

The other component, as I mentioned earlier, is that dollar for dollar, everything costs more in the north. Even if you dangle that carrot of public funds to try to direct private capital into a particular project in the north, all else being equal, if that same project were in central Canada, the return would be greater despite the public funds.

Therefore, you can see there's this twofold barrier to the north having equitable access to that fund to build infrastructure in the north.

4:20 p.m.

Executive Director, Northern Air Transport Association

Glenn Priestley

It's a very good question.

Most of the northern operators have company-owned housing now. We had to do that. You name the operator, and they have spent millions in developing crew houses.

Crew houses have one or two people, no more, in a room. They're people who are sent from anywhere in Canada, paid to fly up to the place where they're based, whether it's Yellowknife, Iqaluit or Rankin. It is two weeks in and two weeks out.

It's important at this time on this committee to emphasize the impact of southern assumptions. Another part of government was putting rules into effect on pilot flight time and duty time. Because they didn't measure the impact on society, we would have had to double the number of pilots in Iqaluit. We don't have room for them. It would have taken us five years to build the accommodations alone. There's an example of other parts not doing enough consultation with northern Canada.

I will finish one final point. Recently, we had an aircraft—I believe it was Swiss-based—that had a problem and had to land in Iqaluit. All of a sudden.... There are 250 people in that community. We ran out of room really quickly. That's just a big airplane and a big international story. We had something similar, again, in Baker Lake. We literally had people staying in houses and whatnot because there is no housing infrastructure. That's something to think about as we go forward, with the change in international flight patterns and going transpolar.

4:20 p.m.

NDP

Rachel Blaney NDP North Island—Powell River, BC

Thank you.

Glenn, I'm going to stick with you for a second. I really appreciate what you said about on-the-job mentoring and training. Could you speak to how the federal government could support this kind of training to keep people in their communities?

I know I come from nowhere near the northern and remote areas, but still I come from remote communities, and retention is one of the biggest challenges. If kids go too far away for education, they don't come back. We're always looking at ways to keep people—and young people specifically—in the community.

Could you talk about what would be helpful for you, federally?

4:25 p.m.

Executive Director, Northern Air Transport Association

Glenn Priestley

As a representative for the northern communities, I don't want to come across as a know-it-all, but I have an excellent board that gives me great guidance, and we recognize that we have to partner with the northern communities. There has to be more on-the-job training. There's more mentoring. I have seen it's more of a cultural way of life to bring the young people into the job, whatever the job that's being done.

I don't think we've done that as well as they have in the past, because we depended on the north-south migration, which has disappeared, ironically. People would learn in the south and go to the north for a couple of years, as we say. They would finally learn how to fly them, after they learned how to break them for a couple of years. They'd finally get good at it and then they'd leave and then that whole thing goes on again.

We don't have that north-south migration. We're having to find the solutions, and we're finding them. Air Inuit, for example, has a Sparrow program in which they go into communities and a pilot mentors and becomes...I don't want to use the words “big sister” or “big brother”, but it's that type of mentoring. They go into that community on a regular basis. They now have 13 Inuit flight captains through that program, to give you an idea of what we're doing.

4:25 p.m.

Liberal

The Chair Liberal MaryAnn Mihychuk

Okay. The questioning is now moving to MP Yvonne Jones.

November 5th, 2018 / 4:25 p.m.

Yvonne Jones Labrador, Lib.

Thank you, Madam Chair.

I want to thank my colleague MP Rusnak for sharing time with me today.

My riding is in Labrador, in the subarctic region of Canada. It's primarily lands owned by Inuit and first nations people. Of course, I can relate to everything you're all saying here today because I live the experience as well.

We have huge mining operations in my riding. My first question is going to be around that.

When you look at the cost today of developing a mine in the northern region of Canada versus the south, what are we looking at in terms of cost differential? Do those costs include all of the necessities to run that operation, whether it be roads, ports, rails, electricity, and those kinds of things that are going to be important pieces of infrastructure?

For my second question, you've talked about building 200 kilometres of road for your mine. I'm not sure when that was. How long ago was that? Are there programs out there today that would fit better with mining operations and infrastructure investments? If not, how could the Government of Canada be doing this differently? Our objective is always to create sustainable jobs and a better economy for northerners in Canada and for the people who live there. If there's a way that we could be doing that, in addition to what's already happening or instead of some of the things we're doing, I'd like to hear about it.

4:25 p.m.

Vice-President, Corporate Branch, Nunavut, Agnico Eagle Mines Limited

Dominique Girard

Maybe I could start.

The cost—and this is a number from the MAC—is two to 2.5 times higher, including capital costs and operating costs. It's about that much.

4:25 p.m.

Vice-President, Economic and Northern Affairs, Mining Association of Canada

Brendan Marshall

It's 200% to 250%.

4:25 p.m.

Labrador, Lib.

Yvonne Jones

Okay. Thank you.

4:25 p.m.

Vice-President, Corporate Branch, Nunavut, Agnico Eagle Mines Limited

Dominique Girard

What that means is.... Let's say that in Quebec, ore body at 0.5 grams per tonne could be economically viable. In the north, it would need to be a minimum of 1.5 grams, but even that's too low. The fact is that the gold and the minerals are locked into the north because it's too expensive to mine them.

With regard to the second question.... Sorry. I missed it.

4:25 p.m.

Labrador, Lib.

Yvonne Jones

It was about the investment you made.

4:25 p.m.

Vice-President, Corporate Branch, Nunavut, Agnico Eagle Mines Limited

Dominique Girard

The first 100 kilometres was done between 2007 and 2010 from Baker Lake to Meadowbank. Then we did 30 kilometres in 2013 from Rankin Inlet to Meliadine. Last year we built 70 kilometres from Meadowbank to Amaruq.

4:25 p.m.

Vice-President, Economic and Northern Affairs, Mining Association of Canada

Brendan Marshall

I'm going to build off that question and the response that Dominique offered. I'm going to do it by telling a little bit of a story.

In my recommendation, I referenced AIDEA because you asked what the government could be doing differently. AIDEA is the Alaska Industrial Development and Export Authority. It's a state-owned investment bank. It was capitalized in the late 1980s with about $300 million or $350 million. Its assets now exceed $1.5 billion a year. It leases for operation both of Alaska's deep-sea ports. It financed a road and a port, which may sound familiar to folks around this table. It financed a road and a port that catalyzed the viability of the Red Dog lead-zinc mine.

Red Dog is a mine that was developed by Cominco. It's currently owned by Teck Resources, which is a Canadian company. It's one of the richest zinc mines on the planet. Even despite that, it was not economically viable to build that mine without some form of support to put that infrastructure in place. It's been operating for almost 25 years. It has generated literally multiple billions of dollars of economic activity. It has a benefit-sharing agreement with all 13 Alaskan indigenous communities. It is a remarkable success story.

In Canada, we have a lead-zinc mine in Nunavut. It's called the Izok Corridor Project. It's not a mine yet. It's another relatively rich, known lead-zinc deposit. It's been known since the 1960s. It also needs a port and a road. It has not been developed because it has not received support to actually develop that port and that road, and there has subsequently been zero economic activity around or related to that particular project.

Where is Canada's AIDEA? Where is that institution that takes that exact same situation that we saw in Alaska that took a project that was not viable and put the pillars in place that allowed it to move forward through flexible financing, long-term loans, escalators on repayment, etc.? Where is that model for our north?

We talk a great deal about how there is so much potential, how there is so much opportunity, how there are resources out there, how there is gold in those hills, but we're not doing very much substantive work to actually pull them out of the ground in a responsible way to grow wealth and share that with communities. We need to do more, and we can. We just have to choose that this is what we want to do.

4:30 p.m.

Liberal

The Chair Liberal MaryAnn Mihychuk

We're going to end on that recommendation.

Thank you so much for coming in, for taking the time. We know that you've travelled, some of you far, to come here. We appreciate it very much. Your comments will build the report that will be presented to all MPs and to all Canadians. We really appreciate your participation. Thank you.

We'll take a short break and then we'll have our second panel.

4:35 p.m.

Liberal

The Chair Liberal MaryAnn Mihychuk

We'll get started again and welcome those who are here.

I believe we have, by video conference, a representative from Yellowknife.

4:35 p.m.

A voice

No, it's Whitehorse.

4:35 p.m.

Liberal

The Chair Liberal MaryAnn Mihychuk

Oh, it's from Whitehorse. I'm so sorry. I know that's a big taboo up north. Forgive me.

4:35 p.m.

Curtis Shaw President, Northwestel Inc.

It's all good.

4:35 p.m.

Liberal

The Chair Liberal MaryAnn Mihychuk

We welcome you. You will have 10 minutes to present. After the presentations are done, we'll move to questions from the members of Parliament until we run out of time.

I want to indicate to members that MKO, from Manitoba, has technical difficulties and will not be participating today.

We have two presenters. Let's get started with Curtis Shaw, the President of Northwestel Inc., who is coming to us from Whitehorse, Yukon.

Welcome. Go ahead.

4:35 p.m.

President, Northwestel Inc.

Curtis Shaw

Thank you, Madam Chair.

Northwestel appreciates the opportunity to speak to you here this afternoon as part of your study on northern infrastructure projects and strategies. We are very hopeful that this will result in initiatives that continue to improve the quality of life and economic prosperity for the residents of Canada's north.

As a little about Northwestel, Northwestel is the incumbent telecommunication service provider in northern Canada, serving 120,000 Canadians in 96 communities throughout Yukon, the Northwest Territories, Nunavut and northern British Columbia. Our geographical operating area encompasses 40% of Canada's total land mass, but only 0.4% of the Canadian population. Just by way of context, 70% of the communities we serve have fewer than 500 residents.

Northwestel maintains approximately 5,000 kilometres of fibre optic cable and 8,000 kilometres of microwave radio, and we operate in some of Canada's harshest and most remote locations.

Our corporate and operational headquarters are based in Whitehorse in Yukon and Yellowknife in the Northwest Territories. We also have a regional office in Iqaluit and provide local employment in more than 15 northern communities. We are one of the largest continuous private sector employers in the north, with over 500 employees living and working here. Unlike many companies operating in northern Canada, our senior leadership team, our operational presence and most of our telecommunications equipment is resident north of 60. Approximately 12% of our workforce self-identifies as indigenous, and we have eight joint ventures with indigenous businesses and institutions.

Northwestel is a significant economic contributor in the north. Our annual direct economic impact is about $170 million a year in terms of salaries, operations and capital investment. Cumulatively we have invested more than $800 million in telecommunications infrastructure across northern Canada. Northern indigenous suppliers are often significant beneficiaries of this investment.

Northerners deserve fast, reliable, cost-comparative telecommunications, and we strive to meet those objectives in a world where standards and expectations are growing at an unparalleled speed. We are proud of our efforts to modernize telecommunications in the north and we've partnered with federal, territorial and indigenous governments on bold nation-building infrastructure investments across our region. These partnership agreements and joint ventures have occurred to meet the needs and capacity of our communities, unlike traditional P3 models, which are not always well suited to northern projects.

Yukon was the first jurisdiction in Canada to provide high-speed Internet to every community in the territory, and by the end of next year we will have successfully brought broadband Internet to our entire operating area, except for one community. The one community that doesn't have service is Bob Quinn, in British Columbia. It's a community with fewer than 10 houses.

Northerners benefit most when the private sector partners with government to access funding envelopes dedicated to northern and rural telecommunications infrastructure. This has been, and continues to be, an essential way to address the unique challenges of Canada's north, our limited access or small population base, and limited human and financial resources. It's especially true for small fly-in communities. By working in partnership with various governments, we've managed to make real progress towards providing Internet services and Internet rates across the north that are comparable to those offered in southern Canada.

One of the successes I'd point you to is our modernization plan, which is a $230-million investment between 2013 and 2018. All 60 communities that are served terrestrially, meaning either by fibre or microwave, now have 4G smart phone capabilities and broadband download speeds between 15 and 250 megabits per second. We've also provisioned 14 satellite-served communities with smart phone 4G capabilities and broadband speeds ranging from 2 to 5 megabits per second.

Most recently, with the support of ISED's Connect to Innovate program, our Tamarmik Nunaliit project will provision all 25 Nunavut communities with 15-megabit-per-second broadband and 4G LTE smart phone capabilities by the end of next year.

The Mackenzie Valley fibre link is another recent example of private-public collaboration. In 2017, the Government of the Northwest Territories, Northwestel and Ledcor provisioned 1,200 kilometres of fibre between McGill Lake and Inuvik in the Northwest Territories. This investment brought high-speed Internet at lower prices to the Mackenzie Valley and facilitated improved government programs, services and economic development opportunities.

As the Government of Canada looks north and identifies investment priorities, it should focus on projects that demonstrate public benefit and leverage investment by, and opportunities for, the private sector. When developing public policy and program funding models, please consider the precarious nature that many northern businesses face given high input costs, increased global competition and limited growth opportunities.

Public funding for initiatives that instigate direct competition with the private sector creates instability and discourages private investment. Financial support for infrastructure with broad public benefit that spurs economic growth makes doing business more affordable in the north, and so a high quality of life for all northerners should be the priority.

Investments in telecommunications connectivity are absolutely important, but so are investments in transportation and electricity. These have tremendous impact on our cost of doing business and the cost of service provision to our customers. Transportation and travel costs are among the most significant inputs to Northwestel's operations. We service 96 communities that are spread out over 40% of Canada's land mass. In the most extreme case, Grise Fiord is 1,500 kilometres from the nearest hospital in Iqaluit and 400 kilometres to the nearest community, which is Resolute. Distances increase the cost to serve these communities.

A lack of transportation options is also a significant cost input for any company operating in the north. Forty-three of our 96 communities do not have year-round road access, and of these, 30 have no road access at all. For business, that means equipment and supplies must be barged in on a sealift, in the case of the eastern and northern Arctic. Limited commercial flights into and out of communities often means air charters are required for both routine and emergency repairs.

I can give you an example. In some communities, if we have a phone line that's broken in a residential home and we charter in an aircraft, it could be $15,000 or $20,000 just to fix a phone line.

Electricity is another significant cost input for us. Our commercial power costs in the north are significantly higher than in the rest of Canada and 15 times higher than equivalent consumption bands in Quebec. In Nunavut, commercial rates can be as high as $1.11 per kilowatt hour. Rates in Nunavut are expected to go up, with rates in Iqaluit increasing until they're equal to the rates in the other communities.

While commercial power rates in the Northwest Territories and Yukon are lower than in Nunavut, they're nearly double the national average and climbing at a higher rate than inflation. As electricity is a key input to broadband service delivery, continued rate increases place upward pressure on residential and business Internet rates.

In addition to commercial power, our network's remote locations require us to generate our own power at 81 sites where we have no commercial power access. Thirty-six of those are accessed by helicopter only, meaning we have to sling diesel fuel in on helicopters to power the sites.

Improving broadband is not as simple as just needing more fibre, increasing competition or regulating prices lower. Distance, geographical challenges, high input costs and low population density make it challenging to find a business case for telecommunications service providers to recover their investments.

This challenging business case is made significantly more adverse by structural mechanisms that drive market conditions. Examples are the requirements to provide wholesale access. Unlike most southern jurisdictions, there are simply not enough customers and not enough revenue from local services in the smallest communities to support one service provider, let alone two or more in communities that are forced into competition for facilities access that directly impacts future private sector investment.

Achieving CRTC's 50-megabit target will require significant public-private partnerships in fibre to the home, 5G, long-haul terrestrial fibre, long-haul subsea fibre—for example, between Nuuk in Greenland and Iqaluit in Nunavut—or investments in technologies such as low earth orbit satellites in the coming years.

Government programs also need to consider redundancy concerns in rural and remote regions of Canada. Businesses and consumers rely on the Internet 24-7, and any service outage can have significant health, safety and socio-economic implications.

Closing the infrastructure gap between the Arctic and the south will require hundreds of millions of dollars in infrastructure development and strong collaboration between all levels of government, indigenous organizations and the private sector. This is the only way that Canada will meet its economic and social potential in the Arctic.

As one of Canada's largest permanent private sector employers in the north, I know first-hand how the infrastructure gap impacts the cost of doing business and our ability to be competitive. To shrink this gap and support social and economic development in the north, we have four recommendations.

The first one is to allocate specific funds that address the northern infrastructure deficit and that recognize the unique characteristics of operating here and the high cost of infrastructure development in the north.

Second, when considering major infrastructure investments, consider the broad benefits of the initiative both today and into the future. Frequently, public funds are allocated based on the business case for a single project outcome—a road, a hydro dam, a line of fibre—when in fact most nation-building initiatives support multiple social and economic benefits, and if considered in their entirety with potential partners, could include efficiencies and cost savings in preparing northern Canada for tomorrow.

Third, if northern Canada is to be fully engaged in the digital economy with reliable data and Internet services comparable to the south, public broadband programs must set aside funds specifically to build infrastructure and address redundancy concerns in remote and rural locations in Canada.

Finally, the government should look to abandon any obligation for subsidy recipients in Canada's north to offer wholesale access; instead, promote affordability through retail price commitments.

Thank you, Madam Chair. I'd be happy to take any questions the committee may have.

4:50 p.m.

Liberal

The Chair Liberal MaryAnn Mihychuk

Thank you.

Now we go to our visitors who are here in Ottawa. We have the Nunatsiavut Government from Nunavut.

We're very happy to see you here. We met you earlier and I know that Yvonne is one of your representatives. You have 10 minutes to present your presentation, and then we'll get into questioning.

4:50 p.m.

Johannes Lampe President, Nunatsiavut Government

Madam Chair and members of the standing committee, thank you for inviting me to present to you today. It is indeed my pleasure to be here to speak on behalf of the Labrador Inuit and the Nunatsiavut Government.

We represent about 7,200 Labrador Inuit. The Nunatsiavut Government came into existence on December 1, 2005, with the signing of the Labrador Inuit Land Claims Agreement. We are the first Inuit region in Canada to achieve self-government.

I am here today to talk to you about some of the infrastructure needs we have in our communities, but first of all, I think it's important to put things into perspective.

As in other northern regions, there is a huge infrastructure gap in Nunatsiavut compared to other areas of the province and indeed the country. One could attribute this deficit to geography and the fact that we are isolated from mainstream Canada, higher construction costs for our projects, limited transportation links to and from our region, a shorter building season, and at times weather that can present many challenges.

The biggest challenge as we see it, however, is a lack of willingness on the part of both the federal and provincial governments to provide the necessary financial resources to help close this infrastructure gap. There needs to be a new way of thinking, a bold vision for the future, one that will see major capital investments in Nunatsiavut and other northern regions that will enable further economic activity, which in many respects will improve the lives of our people.

There's the Nain airstrip. Nunatsiavut's five communities are serviced year-round by air, primarily by Twin Otter aircraft, and seasonally by marine freight and passenger vessels. There are no road links to Nunatsiavut or between Labrador Inuit communities.

Modern infrastructure is a core component of a competitive economy. If we are to grow, real investments in both social and physical infrastructure are required.

Take the airstrip in Nain, for example. It's one of the oldest airstrips on the coast of Labrador. Pilots often have a difficult time landing because of crosswinds, and it is not equipped to accommodate night landings. The Nunatsiavut government has been lobbying for years for a new airstrip for Nain. The community continues to expand. Future growth will result in increased air traffic, further compounding the problems that currently exist.

We also anticipate a steady increase in tourism traffic to Nunatsiavut and the Torngat Mountains National Park, with Nain being the main staging point or gateway to the park. A new modern airstrip capable of handling aircraft larger than Twin Otters would help stimulate economic development and reduce air transportation and freight costs. The cost of a new airstrip at a different location is estimated at over $50 million. A high percentage of that cost would be associated with a road link from the community.

Last December, Indigenous and Northern Affairs Canada provided the Nunatsiavut government with funding to investigate the potential extension of the Nain runway, considering new navigational technologies. That report has been completed, and it confirmed the existing airport is in need of immediate repairs in order to maintain some level of safety and that a new airstrip in a different location is required.

Capital investments are required from both the federal and provincial governments in order to ensure the community of Nain has an airstrip that is safe. Consideration should also be given to ensuring the airstrip facilities in the other four Labrador Inuit communities are able to accommodate larger aircraft—again reducing freight and passenger cost as well as helping to stimulate economic development—and have basic infrastructure such as running water and working toilets.

Regarding marine infrastructure, while improved and enhanced airstrips are important to advancing economic development, the sea is still our highway, yet we continue to have a substandard marine service that has been plagued with problems for many years.

Following an RFP process that we had some serious concerns with, the Government of Newfoundland and Labrador awarded a 15-year contract for the supply of a new marine vessel to service our region. Despite reassurances from the province that the new vessel will provide a better service, we remain skeptical, mainly because we feel that the RFP failed to address many of our long-standing concerns, particularly with respect to existing marine infrastructure, and was developed without any involvement by or consultation with the Nunatsiavut government.

The new vessel will handle both passengers and freight. Right now, the communities are serviced by two vessels. With the one vessel, there will be more congestion at the current port facilities. The new vessel will operate out of Happy Valley-Goose Bay, which also lacks adequate port facilities or suppliers of goods and materials.

Many businesses in our region have long-standing relationships with suppliers in Newfoundland. Goods have been shipped from the island for decades, but now will be shipped from Happy Valley-Goose Bay, where we know the cost will be much higher and the quality far lower, especially if goods have to be trucked in from the island.

Some of the strongest and earliest impacts of climate change are being felt throughout Nunatsiavut. Sea ice coverage in the northern Labrador Sea along our coast declined 73% over the last 40 years. Extreme weather conditions are predicted to become more common in the future, creating a very real need for improved sea travel safety.

Nunatsiavut communities are willing to embrace new technologies and practices, yet are more keenly aware than others that change within the region requires careful planning and great attention to how our way of life and our environment will be affected. The promotion of safe Arctic shipping, the development of highly responsive life-saving search and rescue operations and the expansion of more reliable telecommunications infrastructure are keys in helping us adapt to climate change.

The number of ships sailing along the north Labrador coast is on the rise and will continue to increase as northern shipping routes are developed and expanded. That is why it is extremely important that we promote the development and enhancement of marine infrastructure in our communities. At the same time, we have to ensure that proper mechanisms, rules and technologies are put in place to reduce the chances of marine disasters. A disaster at sea along the Nunatsiavut coast would be devastating.

Addressing shipping challenges in the Arctic will require a global effort by those who are coveting the Arctic's resources and its potential for shortened transportation routes. All levels of government have to work together to promote safe shipping activities, increase search and rescue capabilities and mitigate the impacts that will arise from resource developments on and off our shores.

Regarding housing, I am pleased to note that over the past three years the Nunatsiavut government, with its own-source revenue and some significant funding transfers from Ottawa, has been able to start to make a significant contribution towards dealing with the Nunatsiavut housing crisis. The Nunatsiavut government has completed a six-unit prototype complex in Nain, which is now occupied by three young families and three seniors. We have constructed one multi-unit complex in Hopedale, with a priority to provide for families whose children may be in care or going into foster care as a result of a lack of adequate housing.

Construction of an identical complex in Nain will begin this fall. These complexes are—

5 p.m.

Liberal

The Chair Liberal MaryAnn Mihychuk

I'm going to ask you to wrap up, because 10 minutes have already passed. Try to come right to your conclusions. We'll get your brief, and it will be put in as part of our evidence, but please wrap up.

5 p.m.

President, Nunatsiavut Government

Johannes Lampe

Okay. Thank you very much.

On energy security, Madam Chair, our goal as a government with respect to economic development is to create an environment that encourages self-reliance, prosperity, employment and entrepreneurship. We focus on research, short-term training opportunities, business planning and community development.

Despite our efforts, we are still limited in our ability to flourish, mainly because our region is energy insecure. In January of 2017, we released the Nunatsiavut energy security plan, a proactive and sustainable development approach to meeting the energy and security needs of our communities—