In the two programs of work, combat and non-combat, those are actually not contracts. They're umbrella agreements. How they've been structured is that it is essentially a promise by the Government of Canada that this work will be undertaken in those yards. There are off-ramps, however, and they're performance based. In other words, if Canada doesn't receive what it wants on time and within the budgets we've agreed to, there are off-ramps for Canada.
How the work progresses is that contracts are put in place as needed with specific tasks. Canada does still retain the purse strings. A large element of the national shipbuilding strategy, as Mr. Finn and I were saying earlier, is that those two prime yards have enough work to keep them in continuous production for a long time, but a lot of the rest of the work is deliberately spread out across the country and, in some cases, around the world, again, to regrow the entire marine industry.
With respect to risk apportionment, though, and risk sharing in contracts, that's something we're also looking at closely with industry, to make sure that we don't pay for contingencies that we know will never materialize; it makes our contracts expensive. We are increasingly looking at risk apportionment with industry in a way that makes sense. Where it's less expensive for us to cover because of our insurance or because of long-term sustainability, we will cover it. In other instances, industry will share the cost.